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EACDICAI/ 



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FOR. 



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DRAFTSMEN^MECHANICS 




Class _ 
Book. 






Gopyri!^htN"_ 



COPyKIGlIT DEPOStr 



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R. B. BIRGE and HUGH M. SARGENT, Authors 



PRACTICAL PROBLE/^ 

FOR 

VEHICLE DRAFTSMEN AND MECHANIC; 



WARE BROS. COMPANY, Publishers 

1 010 Arch Street, Philadelphia, Pa. 






o-^^ 



Copyright by 

BiRGE & Sargent 

1912 



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A 



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CCI.A3i,91G4 



CONTENTS 



PAGE 

Introduction 4 

Geometrical Terms and Definitions 5 

To Divide a Line in Any Xnmber of Eiinal Parts 10 

To Lay Out True Sweeps or Curves 11 

To Find the Radius of an Arc 13 

To Lay Out Ovals 14 

The Application of the Proportional Triangle for Laying Out 

Twisted or AVinding Sxirfaces 16 

Construction of Joints IS 

Laying Out a Proportional Corner, Losing Proportional Triangles. . 22 

Laying Out a Proportional Corner, L'sing Parallel Lines and 

Intersections 24 

Laying Out Seat Panels, the Dihedral Angle and iliters of a Wagon 

Seat 20 

The Framinii' of Bodies With Contracted and Flared Sides 28 



The Proportional Corner, Horizontal Sect 
Laying Out Twisted or Winding Surfaces 
Laying Out a Belt Line and Moulding. . . 
Pricking Off Corner Pillar on Twisted Si 

Laying Out a Coupe Pillar 

Framing Up a Door 

The Construction of Glass Frames 

Laying Out a Wheel House and Rear Mi 
Laying Oiit a Pattern of Panel for a Meti 
Laying Out a Pattern for a Shroud Pane' 
Laying Out Patterns for a Front Mud G\ 

Perspective Drawing of Vehicles 

Colorino- Carriage and Automobile Drawii 
Working Drafts 



INTRODUCTION 



k is the outgrowth of practical experience in 
ss room. The authors, while intimately con- 
with the vehicle industry, in 1909 conducted 
ning school in carriage drafting, the pupils o{ 
about twenty-five in number, were all employes 
nent. The results of the first year were so 
ouch benefit was experienced by the students 
ntinued through another year with an equally 

instruction proceeded, many problems came up 
ition in relation to the highly technical work of 
ly maker. These problems were exactly such 
1 any day in actual practice in any vehicle 
ich the student finds himself employed. Noteg 
iC practical problems, and their solutions, and 
e basis or foundation for the present volume, 
ions that had been answered and elucidated m 
thors have incorporated in this book a number 
problems, and the whole is now offered to all 
amcs in the vehicle trade who are seeking to 
1 education in order to advance themselves in 
altogether with the object of aiding aspiring 
)ok was compiled and placed on the market 

of elementary plane geometry is indispensably 

inderstand the principles upon which the art of 

rests. For the benefit of those who have not 

this preliminary training the subject has been 



introduced in the first section of the book. A careful perusal of this 
section will give the student an insight into the principles of plane 
geometry, and enable him to more clearly understand the technical 
terms necessarily employed later on. These principles are in fact very 
simple and easy to understand, but because they are so important and 
so constantly referred to in practical drafting, it is necessary for the 
student to have a clear working knowledge of them. 

It is the purpose of this book to leach not only the practical 
applications of each problem, but also to convey a familiarity with the 
principles underlying each problem. Therefore, in preparing each 
illustration, those parts have been selected which are as simple as the 
case may permit, although they are not always in the best proportion. 
In a number of instances it was necessary to exaggerate the relations 
of the lines in order to explain the problem to the best advantage. 

Great care has been taken to have the drawings and text accurate 
as the authors could make them, but as most of the work was done 
by busy men in their evening hours, it is possible that a few errors may 
have escaped their notice. Should any one discover discrepancies or 
mistakes of any description in the book the authors and publishers will 
consider it a favor if the information is brought to their attention. 

There has been an insistent demand for a book of this character 
from the actual workers in the vehicle trades, and if this book meets 
that demand, or serves in any manner toward elevating the standard of 
technical education among the vehicle mechanics for whose benefit it 
was compiled, the authors will feel more than gratified with such a 
reward for their labor. 

R. B. BIRGE. 
HUGH M. SARGENT. 



PkACTIC^U. PfiOBLEilS FOR VEHICLE DRAFTSMEN AND MECHANICS. 



Geometrical Terms and Definitions 



A LINE is that which lias length merely, and may be 
sti-aight or curved. 

A STRAIGHT LINE, or, as it is sometimes called, a 
right line, is the shortest line that can be drawn between two 
given points. Straight lines are generally designated by letters 
or figures at their extremities, as A B, Fig. 1. 

A CURVED LINE is one w-hich changes its direction 
at every point, or one of which no jjortion, however small, is 
straight. It is therefore longer than a straight line connecting 
the same points. Curved lines are designated by letters or 
figures at their extremities and at intermediate points, as 
A B C or D E F, Fig. 2. 

PARALLEL LINES are those which have no inclina- 
tion to each other, being everywhere equidistant. A B and 
A' B' in Fig. 3 are parallel straight lines, and can never meet, 
though produced to infinity. C D and C D' are parallel 
cm-ved lines, being arcs of circles which have a common center. 

HORIZONTAL LINES are hues parallel to the hori- 
zon, or level. A Horizontal I^ine in a drawing is indicated 
by a line drawn from left to right across the j^aper, as A B 
in Fig. i. 

VERTICAL LINES are lines parallel to a plumb line 
susjiended freely in a still atmosphere. A Vertical Line in a 
drawing is represented by a line drawn up and dowai the j^aper, 
or at right angles to a horizontal hue, as E C in Fig. 4. 

INCLINED OR OBLIQUE LINES occupy an inter- 
mediate between horizontal and vertical lines, as C D, Fig. 4. 



Two lines which converge toward 
produced, would meet or intersect, { 
other. 

PERPENDICULAR LINE 
ular to each other when the angles c 
of meeting are equal. Vertical and 1 
perpendicular to each other, but pe 
always vertical and horizontal, but i 
to the horizon, provided that the an 
point of intersection are equal. In I 
are said to be perpendicular to A B. 
E F are jjerpendicular to A B. I^ 
same line are parallel to each other, 
which are perpendicvdar to A B. 

An ANGLE is the opening b 
which meet one another. An angle 
by three letters, the letter designatii 
straight lines containing the angle 
other two letters, as the angle E C I 

A RIGHT ANGLE.— Whe 
another straight line so as to make th 
each other, each angle is a right angk 
said to be perpendicular to each othei 
Fig. 7.) 

An ACUTE ANGLE is an an 
as A B D or A B C, Fig. 7. 

An OBTUSE ANGLE is an ; 
angle, as A B E, Fig. 7. 



Practical Pkoblems fob Vehicle Dkaftsmen and INIechanics. 



GEOMETRICAL TERMS AND DEFINITIONS— Continued 



GHT-SIDED FIGURES. 

', is tliat which has length and breadth 

L surface such that if any two of its points 
ight hue, such line will be wholly in the 
[•face which is not a plane surface, or 
lurfaces, is a curved surface. 

CURVED SURFACE is one in wliicli 
lay be joined by straight lines which shall 
"ace. The rounded surface of a cylinder 
curved surface. 

CURVED SURFACE is one in which 
te joined by a straight line lying wholly 
i surface of spheres, for example, is a 
;e. 

iNUSE is the longest side in a right- 
the side opposite the right angle. A C, 

a triangle is its upper extremity, as B, 
■ailed vertex. 

a triangle is the line at the bottom. B C 
10. 

a triangle are the including lines. A C, 
8 and 9. 

is the point in any figure opposite to and 
ise. The vertex of an angle is the point 
the angle meet. B, Fig. 9. 



The ALTITUDE of a triangle is the length of a 
perpendicular let fall from its vertex to its base, as B D, 
Fig. 9. 

A QL^ADRILATERAL figure is a surface bounded 
by foiu' straight lines. There are three kinds of Quadrilat- 
erals: The Trapezium, the Trapezoid, and the Parallelogram. 

CIRCLES AND THEIR PROPERTIES 

A CIRCLE is a plane figure bounded by a curved line, 
everywhere equidistant from its center. (Fig. 10.) (See also 
Circumference. ) 

The CIRCLT3IFEREXCE of a circle is the boundary 
line of the figure. (Fig. 10.) 

The CENTER of a circle is a point within the circum- 
ference equally distant from every point in its circumference, 
as A, Fig. 10. 

The RADILTS of a circle is a line drawn from the center 
to any jjoint in the circumference, as A B, Fig. 10, that is, 
half the diameter. The plural of radius is radii. 

The DIAINIETER of a circle is any straight line drawn 
through the center to opposite points of the circumference, 
as C D, Fig. 10. 

A SEMICIRCLE is the half of a circle, and is bounded 
by half the circumference and a diameter. (Fig. 11.) 

A SEGMENT of a circle is any part of its surface 
cut off by a straight line, as A E B and C F D, Fig. 12. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



Fig. J 

A B 



Fig. 2 




Fig. 6 




Fig. 10 




Fig. 3 



A_ 
A'_ 



B 
B 




Fig. 4 



p^ •^ypo-u.^ 




B 



Fig. 5 



"H~ 



Fig. 7 



Fig. 8 




Fig 9 T 




Fig. 11 




Fig. 12 




Fig. 1 3 




ILLUSTRATIONS OF GEOMETRICAL TERMS AND DEFINITIONS. 



Practical, Problems for Vehicle Draftsmen and ^Mechanics. 



I I 



'.2 



B 



C 

F 



Fig. 6 




Fio /o 




Fio 14 




3 



B 
B 







J 
P 



IT 



Fig. 7 



'3 



D. 



4 Fig. 8 




CLh^ 



Fig. 9 B 




Fig // 




Fig 12 




Fg./3 




Fig. 15 




Fig. 16 




Fig 17 



ILLUSTRATIONS OF GEOMETRICAL TERMS AND DEFINITIONS. 





Practicai. Problems for Vehicle Draftsmen and INIechanics. 



GEOMETRICAL TERMS AND DEFINITIONS— Continued 



An ARC of a circle is any part of the circumference, 
as A B E and C F D, Fig. 13. 

A CHORD is a straiglit line joining the extremities of 
an are, as A E and C D, Fig. 13. 

A TANGENT to a circle or other curve is a straight 
line which touches it at only one point, as E D and A C, 
Fig. 14. Every tangent to a circle is perpendicular to the 
radius drawn to the point of tangency. Thus E D is per- 
pendicular to F D, and AC to F B. 

CONCENTRIC circles are those which are described 
about the same center. (Fig. 15.) 

ECCENTRIC circles are those which are described about 
different centers. (Fig. 16.) 

A DEGREE. — The circumference of a circle is con- 
sidered as divided into 360 equal parts, called degrees 
(marked °). Eacli degree is divided into 60 minutes 
(marked ') ; and each minute into 60 seconds (marked "). 
Thus if the circle be large or small the number of divisions 
is always the same, a degree being equal to 1 360 part of 
the whole circimiference; the semicircle is equal to 180°, and 
the quadrant to 90". The radii drawn from the center of a 
circle to the extremities of a quadrant are always at right 
angles with each other; a right angle is therefore called an 
angle of 90" (A E B, Fig. 18). If a right angle be bisected 
by a straight line, it divides the arc of the quadrant also into 
two equal parts, each being e(|ual to one-eighth of the whole 
circumference, or 45° (AEF and FEB, Fig. 18); if the 
right angles w^ere divided into three equal parts by straight 



lines, it would divide the arc 
containing 30" (AEG, GEI 
the degrees of the circle are used 
by an angle of anj' number of dt 
a circle with any length of rad 
of the compasses in its vertex, 
intercept a portion of the circle e( 
given. Thus the angle A E H, 




CONCAVE means hollowe 
the interior of an arched surface 
to convex. (Fig. 17.) 

A CONVEX surface is one 
is regularly protuberant or bulginj 
The opposite of convex is conca 



Peacticai- Problems foe Vehicle Draftsmen and Mechanics. 



; Off Equally a Number of Parts on a Line, the Length 

of Which is Given 




N \ \ \ ^. \ ^ '-> 



yv- 


\ 








\ 




\ 




\ 




^^ 




\ 






r 
















1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


1 


















































1 


a 


3 


4 


5 


6 


1 


d 


d 


iO 


u 


V. 



L 



s to divide a line 614 inches long into 
s. The easiest and quickest method is 

Fig. 1. Draw a perijendicular Hne 
scale L from a until 8 inches strike 



the perpendicular line drawn from line O at h. JNIark each 
incli from the scale on to the drawing, and project on to line 
O, establishing points I, II, III, IV, V. VI and A^II, 
wliich are equally spaced on line O. 



Practical Problems i'or Vehicle Draftsmen and Mechanics. 



The Laying Out of True Sweeps or Curves when th 

Amount of Sweep or Curve is Giver 




F''OR laying out true sweeps or curves where it is impractical 
to strike the radius with the compasses or trammel points, 
we illustrate the following example, and although the 
principle has long been in use, it is unknown to a great many 
mechanics. 



For the examijle let us say 
of 4 inches in a length of 40 ini 
line two points 40 inches apart, 
nail as illustrated in Fig. 1. Hal 
lay out on a perpendicular line a 



Practical Pboblems foe Vehicle Dkaftsmen and Mechanics. 



^ OF TRUE SWEEPS OR CURVES WHEN THE LENGTH AND AMOUNT OF SWEEP OR 

CURVE IS GIVEN— Continued 



nt anotlier nail. Next take two sticks. 

in the length of the sweep, and secure 

on the nails and forming a triangle, 

in Fig. 1 represent the sticks, and N 

I'e placed tight up against the nails and 
that they cannot change their angle, 
nd notch out the sticks at this point so 
nay be placed therein, 
'eep, work the sticks back and forth 
in Fig. 1, being sure to have the sticks 
In this way a sweep of any length 
lis system will be found very convenient 



in cases where the radius is too great to be reached by the 
comjiasses or trammel points. 

It is usually customary to form the sticks as shown in 
Fig. 1, and place the pencil on the inside of the sticks as 
shown, but in some cases it is desirable to construct the sweep 
as shown in F^ig. 2, with the outside of the sticks bearing 
against the edge of the nails, and the pencil being placed 
in the notch on the outside of the sticks. Although this is 
sometimes desirable, we believe it will be found more con- 
venient to lay a s\veep out as illustrated in Fig. 1, inasmuch 
as one need not be particular in fastening the sticks together, 
except that they nuist be fastened securely so that they will 
not change their position in relation to the nails. 



Practical Puoblems for Vehicle Draftsmen and Mechanics. 



To Find the Radius of an Arc 





AN ARC FOR WHICH WE WISH TO FIND THE CENTER OR THE RADIUS. 



ANOTHER METHOD OP FINI 



REFER to a-c in Fig. 2. an are for wliich we wish to find 
the center or the radius that descrihed same. Take 
point h, which is midway hetween a and c. and describe 
arc 1 tlierefroni. tlie radius of which is greater than lialf the 
distance from a to b, or from b to c. With the same radius 
centered at a and c, describe arcs 2 and 3, passing througli arc 1 
described from b. Draw tlie hues -i and IV through inter- 
section of arcs, and Avhere these Hues intersect at O we will 
have established the center from Avhich the large arc a-c was 
described. 



Fig. 3 illustrates another ni 
of an arc by the use of a squf 
arc x-n which is at 1. Draw s 
X, 1 and n. Find the center of li 
the square placed on line 1-n. 
from c. Then with the square pli 
line perpendicularly from the cei 
intersects that drawn from c a 
the arc x-n. 



Pbactical Problems for Vehicle Draftsmen and Mechanics. 



Laying Out Ovals 




ONE SYSTEM FOR FINDING AN OVAL. 



al systems for laying out a true oval, 

cle we will explain and illustrate three 

ular. 

is illustrated in Figure 1. A square 

ihape of a cross, and is grooved out as 

2 two adjustable pins or studs secured 

y-x. Decide upon the length and width 

18 inches long and 9 inches wide. I^ay 
oint on the stick one-half the width of 
inches, from z to x. Locate one of the 

With one-half the length of the oval. 



which Avould be 9 inches, lay same off on the stick from z to y. 
Set the adjusted pins into the grooves in the cross frame and 
work the same up and down, and back and forward on the 
frame, having the pencil point bearing on the paper and 
describing a true oval aroiuid the cross frame. 

FigiH'e 2 illustrates anotlier method for laying out an oval, 
and when there are no instruments at hand, same will be found 
very convenient. Lay out the horizontal and vertical center 
lines of the oval, and on same lay out the length and width 
desired. Take one-half the length of the oval from x to a and 
lav this distance out from c until same strikes the horizontal 



Practical, Problems for Vehicle Draftsmen and Mechanics. 



LAYING OUT OVALS— Continued 



center line of the oval at e and h, at which points locate two 
pins or tacks, as illustrated. At point c locate another pin or 
tack, and around these three pins or tacks tie a piece of string 
taut, forming a triangle e-h-c. Remove the pin or tack at 
c, and put the point of a pencil in its place. Keeping the 




ANOTHER SYSTEM FOR FINDING AN OVAL. 



string taut, with the pencil back of same, work the pencil P 
around the pins, which operation will produce a true oval. 

Fig. 3 shows another handy system for laying out a true 
oval. Draw the horizontal and vertical center lines of the 
oval, and determine the length and width. From O, the center 
of the oval, draw a circle B, the diameter equal to the width 



of the oval. Draw another circle 
diameter of which will be equal 
Space off a number of points 1, 
A, and connect with the center o 
lines drawn from 1, 2 and 3 inters 




LAYING OUT A TRUE 



horizontal lines, outward, and fro 
outer circle A, drop vertical proj 
horizontal lines drawn from the i 
The same operations apply for ob 
required, and after same are foui 
them with graceful sweeps which 



Practical Problems for Vehicle DrxVftsmen and Mechanics. 



application of the Proportional Triangle for Laying Out 
Twisted or Winding Surfaces 



1 triangle will be used to a great extent 
e following problems for laying out pro- 
-luiders of twisted or winding surfaces, 

tliese advance problems will be found 
ing the student for some of the more 

taken uj) in some of the following 

ain Fig. 1. The turn-under sweep B-Z 
id from this line, providing we know the 
turn-under, we may work proportional 
r any part of the body. B-Z being the 
5WTe]i, we desire to find out the correct 
ler sweep for another part of the body 
ill amount of turn-under is ecpial to the 
I on line O-O, Fig. 1. 
ine Z-X be drawn through the horizontal 

a triangle BCX below line O-O. Point 
med turn-under sweep. Point C is fixed 
I-X as drawn from the top of the body 

base line 0-0, and, in completing the 
:nt we have to determine is X, and this 
arily on the vertical line Z-X and to suit 
have point A also fixed by the over-all 
r sweep which we wish to proportion, so 
; another triangle ACX, X being the 
th triangles. 



Xow we have laid out a triangle for each turn-under, 
and it is by means of these triangles and the assumed turn- 
under sweep that we will develop the greater turn-iuider sweep 
A-Z. Passing through the assumed turn-under sweep B-Z 
and the vertical line Z-X, lay out a number of lines I, II and 
III at will above the horizontal line O-O. Where each one 
of these lines passes through the assumed turn-under sweep 
B-Z. take I for instance, drop a vertical line until we strike 
the hypothenuse for the proportional triangle of the assumed 
turn-under sweep. From this point draw a horizontal line 
passing through the triangles and number it 1. Whei'c this 
line strikes the hyjjothenuse of the larger projjortional triangle, 
erect a perpendicular line until line I is reached, thus estab- 
lishing a point through which the correct projiortional turn- 
under line A-Z must pass. Continue this operation with the 
remainder of the points, and connect with a graceful sweep, 
and we will have obtained a correct proportional turn-under, 
line A-Z, to the assumed turn-under, B-Z. 

In Fig. 2 we illustrate another example which is equally 
important as that of Fig. 1. AVlien a l)ody is constructed with 
untwisted sides as far as the seat bottom, and in this illustra- 
tion. Fig. 2, we will consider that the seat frame or the 
commencement of the twist is from line IV. B-Z is the 
assumed turn-under sweep. A-Y is the amount of turn-under 
at another part of the body for which we wish to proportion 
the turn-under sweep, having the same twist from the under 



Practical Problems for Vehicle Draftsmen and Mechanics. 



THE APPLICATION OF THE PROPORTIONAL TRIANGLE FOR LAYING OUT 

WINDING SURFACES— Continued 

side of the seat or line IV. Draw the straight hue Z-X as a 
continuation of the body Hne before it commences to turn 
under at IV. It is on Hne Z-X that we locate the common 
apex X of our proportional triangles, which, as in Fig. 1, is 
determined at will. Lay out the proportional triangles BCX 
and ACX for the assumed turn-under sweep and the desired 
turn-under sweep, respectively. Space off a niunber of lines 
I, II, III and IV j^assing through the assumed turn-under 
sweep. Wherever these lines cut the assumed turn-under 
sweep, line B-Z, draw lines down on to the proportional tri- 
angle parallel with the outside line Z-X. Where these parallel 
lines strike line B-X of the triangle BXC, draw horizontal 
lines 1, 2 and 3 passing through the line A-X of the larger 
proportional triangle ACX. Project these points up and £ 

parallel to the outside line Z-X until lines I, II and III are 
intersected, thus establishing points through which the desired 
turn-under sweep will pass. 

The only difference between this problem and that in 
F^'ig. 1 is that, instead of the usual vertical projections from 
the assumed tin-n-under sweep to the proportional triangles, O- 
the projections are parallel with the outside flared line Z-X. 
Fig. 2. 




Pkactical Problems for Vehicle Draftsmen and jNIechanics. 



Construction of Joints 



:liis subject as we would like would require 
n this hook than can he spared; therefore 
lin hriefly the ordinary construction of the 
in body-making, and we believe that the 
found of great value to the beginner, and 
re for fiu'ther study in this very important 



ED OR LAPPED JOINTS 

lit varies in shape and arrangement with 
he pieces united. A full lap is used when 
the other to its full thickness; a half lap 
ted is cut away, whatever the shape of the 
mimon expression, "half-laj^ped," does not 
'.e united must be cut half away. 

le framing up of a toe bracket, each piece 
ito the other. In the sill and angle piece 

rabbet for the floor board, as shown by 
In Fig. 2 is shown a batten or strainer 
I with a feather-edge laji joint. As this 
[las little work to do other than that of 
1 shape and supporting it. this kind of a 
one more complicated. Fig. 3 illustrates 
Dof bow into the head rail of an enclosed 
ipped joint. Fig. 4 illustrates a section of 

the post half-lapped into the sill and top 



rail. As an illustration of a full-la}) joint we show the floor 
board let into a rabbet in the sill. 

MORTISE AND TENON JOINT 

Fig. 5 shows the two pieces to be united which form this 
joint. Note that they are l)oth of the same thickness, and A 
is cut away equal on both sides for the tenon. The projecting 
part c on A, Fig. 5, is the tenon, and d in B is the mortise, 
e is the shoulder of the tenon, which is equal on both sides, 
f is usually one-third of the thickness of A and B. 

BARE-FACED TENON AND MORTISE 

In Fig. 6 we illustrate a bare-faced tenon and mortise 
joint. This means that the face of the tenon, or both faces, 
are exposed. The bare-faced tenon and mortise is used when 
two pieces are joined endways in the same direction, or endways 
in different directions, as shown in Fig. 6. 

STUMP TENON. 

Fig. 7 shows a mortise, tenon and stump joint, and is 
frequently used in framing up parts where certain joints 
should not be exposed as they are in Fig. 6. The stump 
reinforces and prevents twisting. 

OPEN MORTISE, TENON AND MITER JOINT 



This joint is illustrated in Fig. 8, and is used in framing 
up parts where it is undesirable to have the joints exposed. 



Practical Problems for Vehicle Draftsmen and Mechanics. 






ILLUSTRATING THE CONSTRUCTION OF JOINTS. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



CONSTRUCTION OF JOINTS— Continued 



E TENON AND MORTISE 



)n and mortise joint is illustrated in Fig. 9, 
ling the fence bar a into the door pillar b. 
ikes a stronger joint than with a single 
cases a single mortise and tenon joint is 
't is also illustrated in Fig. 0. the lock 
to the pillar b. 

FALSE TENON 

a false tenon for joining a frame, as 
case a false tenon is used on account of 
not as satisfactory as a bare-faced tenon 
In framing up parts with a false tenon, 

• to have the grain of the tenon cross that 

parts united. 

MITER JOINT. 

a simple 4<5-degree miter joint. This is 

TENON AND LAP .JOINT. 

ites a stump tenon and laj) joint, which is 
1 the half-lap, and is frequently used in 
Is and pillars. 



BASTARD TENON 

This joint is shown in Fig. 13 in the framing of a post 
into a sill and where exposed joints are undesirable. It will 
be seen that the half -lap joint would show^ two long joints, 
while a mortise and tenon joint would be impractical inasmuch 
as the tenon would be too close to the outer surface. 

Fig. 1-i illustrates dovetail johits. Figs. 15 and 16 show 
ordinary splice joints. Fig. 17 illustrates a method for 
securing metal panels to body framing, and by this method we 
do away with exposed screw heads and nails, the metal panel 
being turned around a 14" x 1" flat iron which is let into 
a rabbet flush with the standing pillar. This is secured by 
means of machine screws from the inside of the post which 
are covered up by the trimming. 

Fig. 18 illustrates a method for securing the upper 
panels, above the belt, of a limousine bodj'. Note that this 
upper panel is ofi^set from the lower j^anel, and that the belt 
rail is rabbeted out to receive an iron plate and aroimd which 
is formed the upper metal panel. The lower jjanel also comes 
up back of this iron, forming a tight joint, the iron being 
secured by means of machine screws from the inside of the belt 
rail, as illustrated. This upper off'set panel is generally made 
of wood, but this construction eliminates the troubles incident 
to wood panel construction, over which the metal panel has 
the advantage. 



Practical Problems for Vehicle Draftsmen akd Mechanics. 









ILLUSTRATING THE CONSTRUCTION OF JOINTS. 



Practical Pkoblems for Vehicle Draftsmen and Mechanics. 



t a Proportional Corner by the Use of Proportional Triangles 



ofile or side view of an automobile seat, 
lalf the bottom view, and Fig. 3 is the side 
•f the seat. Lay out the horizontal line EC 
om the extreme height of the seat. This 
nary 



6 7B C 



but is necessary in laying out the 



he corner in Fig. 2 it is necessary to assume 
•ound the seat, or the bottom line. In this 
p line EC, Fig. 2. 

)ut the proportional triangle FOB. BF is 
bevel squared down to the bottom of the 
ipex O should be located on the horizontal 
inning of the proportioning. 

the proportional triangle EQA, Fig. 2. 
of side bevel or flare taken from Fig. 3, 
X of the triangle, and should be located on 
The line AQ of the proportional triangle, 
I OB of the triangle on Fig. 1. 

angles located, lay off arbitrarily on line 
1, 2, 3, 4, 5, 6, 7 and 8 around the corner, 
•e point up to the outside line of triangle 
m square point ahead until it strikes inner 
f. 1, at k. From this jjoint drop a perpen- 
ig. 2. 

m line EC, Fig. 2, lay out horizontal pro- 
side line of proportional triangle. Fig. 2, 
endicular line on to inner line of triangle 




SIDE VIEW, ONE-HALF BOTTOM VIEW AND SIDE BEVEL AND FLARE OF AN 
AUTOMOBILE SEAT. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



LAYING OUT A PROPORTIONAL CORNER BY THE USE OF PROPORTIONAL TRI 



at ni. From ni draw a horizontal line back until it intersects 
vertical line drawn from k, Fig. 1, thus establishing the point I 
which is projjortional to point 1 on line EC, Fig. 2. Continue 
this operation with 2, 3, 4, 5 and 6, etc., and we will have 
obtained points on the seat frame through which the bottom 
line AB in Fig. 2 nnist j^ass. 

In order to lay out arm rail, 6 to D on Fig. 2, proceed as 
follows : 

Connect points 1, 2, 3, 4, 5 and 6 on line EC, Fig. 2, 
and corresponding points on line AB with straight lines. Pro- 
ject these same lines and points on to Fig. 1. Wherever the 
arm rail line cuts these lines, take s for an example. Fig. 1, 



square this point down until it inter 
on Fig. 2 at T. Repeating this op 
intersections will produce the poin 
the arm rail line should pass. 

D shows the amount of side 
arm rail on line ed. Fig. 3. This 
can be ajjplied for obtaining any ii 
lines AB and EC, provided the f 
all around. Do not attempt to us 
if the turn-under is either conca- 
proportional scale as explained a 
this book. 



Practical Problems for Vehicle Draftsmen and IVIechanics. 



ng Out of Proportional Corners by the Use of Parallel 

Lines and Intersections 



we illustrate and explain another system 

irojDortional corners of seats, etc. 'J'his 

connection with the problem taken up 

laying out proportional corners, but is 

lod which is used a great deal, and we 

nt to select whichever is most convenient 

we have adopted this system throughout 

■ it the handier of the two. 

sary to draw out the seat in the profile 
e partly imaginary line a-O drawn hori- 
xtreme height of the seat or body. In 
', assume either the bottom seat line d-D, 
iry line a-A taken from the horizontal line 
t of the seat in Fig. 1. In this problem 
lut the top line around the seat a-A to 
this line in Fig. 3, after we have obtained 
1 Fig. 2 and the flare of the back in Fig. 1, 
I to Fig. 3, we will obtain the proportional 
)m and intermediate sections. 

around the seat, a-A in Fig. 3, lay out 
lamely, 1, 2, 3, 4. and 5, same being located 
'e of the corner. With the use of these 
:d to obtani points corresponding to these 

■ the seat, Fig. 3, through which the same 
. From point G on the center line of the 



seat in Fig. 3 draw a straight line connecting with point 5 on 
the top line of the seat, and jjarallel to this line from point VI 
draw another line extending indefinitely through the seat. 

From point A on the i)artly imaginary line a-A in Fig. 8 
draw a straight line, and connect same with point 5 on line a-A, 
and parallel to this line draw another line from D on the 
front of the seat at the bottom until same line intersects the 
line drawn from VI at V. 

From each of the remaining points, 1, 2, 3 and 4, on the 
top line of the seat a-A, Fig. 3. draw lines to points 6 and A 
on line a-A, and parallel to these draw lines from VI, and 
from D until lines drawn from D intersect those drawn 
from VI at I, II, III and IV. This establishes propor- 
tionally points through which the bottom line of the seat d-D 
should pass. 

Now that we have the top and bottom lines of the seat, 
it is essential to prick off^ the arm rail line in Fig. 3, which is 
accomplished as follows: 

Project from Fig. 3 to Fig. 1 on to their relative positions 
lines l-I, 2-II, 3-III, 4-IV and o-V. Wherever the arm rail 
line passes through these oblique lines in Fig. 1 drop vertical 
projections until same strikes corresponding oblique lines in 
Fig. 3, thus establishing points through which the arm rail line 
shall jjass. Take the amount of flare at the front of the seat 
and the height of the side in Fig. 2 and transfer from D to B 



Practical Problems for Vehicle Draftsmen and Mechanics. 



in Fig. 3. Draw graceful line passing through the 
points already obtained, and same will jjroduce the 
arm rail line in Fig. 3. 

Now, we are supposing that the construction 
of this seat calls for a belt moulding or rail around 
the seat at the height of c-C in Fig. 1. We wish 
to produce this line around the seat in Fig. 3, and 
to accomiilish same we will take points where line 
c-C in Fig. 1 passes through the oblique lines 1, 2, Fig. 2 
3, i and .5 and project these points down on the 
corresponding oblique lines 1, 2, 3, 4 and 5 in 
Fig. 3. Take the amount of flare at the height of 
C from Fig. 2, and lay same out in its correct 
position from D to C on the front line of the seat 
in Fig. 3. Also take the amount of flare at the 
height of c from the back of the seat in Fig. 1, and 
transfer from d to c on the center line of the seat 
in Fig. 3. Connect these points with the points 
already obtained on lines 1, 2, 3, 4 and 5 in Fig. 3, 
and we will have produced line c-C in Fig. 3, cor- 
responding to line c-C in Fig. 1. which is propor- 
tional with top and bottom sweeps of the seat 
in Fig. 3. 

Likewise any point on the liottom view of the 
seat in Fig. 1 can be obtained in the same manner, 
the system being that of projection. 




Fig. 3 



1I.I.USTR.\TING THE LAVING OUT OF PROPORTIONAL COR: 



Peacticvl Problems for Vehicle Draftsmen and ]Mechanics, 



Out Seat Panels, the Dihedral Angle of a Corner Block, 
and Miters of a Wagon Seat 



(1 2 represent the side elevation and one- 
, respectively, of a wagon seat. Line be 
•esents the back flare; line be in Fig. 2 
lare. In order to lay out the exact size 
d as follows: 

l^asses at b in Fig. 2, describe an arc 
;s the vertical line at H. Project point 
'ig. 1 until it strikes the vertical line F at 
id C, Fig. 1, gives us the exact flare of 
de panel. Lay out a line DC jiarallel to 
ide panel dc, Fig. 1, vnitil it strikes the 
rom d at D. Connect points D and a, 
ive us the front line of the seat panel, 
sh lines connecting a. D, C and b. Fig. 1, 
ze of the stock for the side panel. 
of the stock for the back panel, set the 
y. 1 and describe an arc from c, striking 
iL. Square this point on to vertical line 
;ct with b, Fig. 2, as shown by dot and 
the top line of the panel parallel to line 
he size and shajje of the stock for the 

e the size of the seat panels, it is desirable 
dral angle or corner block bevel. From 



jioint III, which is taken arbitrarily, on the line of the stock, 
Fig. 1, draw a line jjerpendicular to the line of the stock bC, 
Fig. 1, until it strikes the base line at V. From the line of 
the stock for the back panel, bC in Fig. 2, square a line from 
II down to the base line at I. Point II, Fig. 2, is a horizontal 
jjrojection from III, Fig. 1. 

The next oj^eration is to draw a line perpendicular with 
the base from jjoint b in Fig. 2. Take the distance from V, 
Fig. 2, to b. Fig. 1, and lay same oif from b to V on the 
vertical line in Fig. 2. Take the distance from point X, Fig. 2, 
to III, Fig. 1, and as a radius describe arc VI from point 
V on the vertical line b. Next describe an arc from point I, 
Fig. 1, with a radius equal to the line from I, Fig. 1, to 11, 
Fig. 2, this arc VII intersecting arc Vl at Z. 

Now the dihedral angle or corner block bevel will be taken 
from the angle IZV. In order to find the bevel of the mitres 
for the seat jjanels, simply take the corner lilock bevel and 
bisect same as illustrated in Fig. -i. 

For further explanation, the dot and dash lines in Figs. 
1 and 2 indicate the shape and size of the seat panels or stock 
when laid flat, marked by S, Figs. 1 and 2. In Fig. 3 the 
corner block B is illustrated, and should be planed up with 
the bevel as taken from IZV. 



Practical Problems for Vehicle Draftsmen and Mechanics. 




LAVING OUT SEAT PANELS AND FINDLNG THE DIHEDRAL ANGLE. 



Practicai, Problems for Vehicle Draftsmen and Mechanics. 



iming Up of Bodies Having Contracted and Flared Sides 



e illustrate two pi-oblems, Figs, 1 and 2, 
portions of seat framing showing an 
ned into a seat frame and top rail. The 
is is to show how to obtain the bevels of 
igle or sail that should be given the post 
itand in its correct position when set up 
and flare. 

is constructed with a post standing square 

side view, A, Fig. 1, the post cannot be 

th the contracted lines of the seat frame 

ust be set at a certain angle, so that when 

flared it will stand square or plumb in the 

amount of contraction and flare deter- 

bevel that should be given to the joints 

to stand square in the vertical plane A. 

equired bevel of the joints or angle of 

follows : 

t tlie side view A, having the post square 
I the base line. Determine the amount of 
1 lay out on the end view B, and on the 
he amount of contraction desired. From 
^e of the post where it intersects the top 
. 1, draw a line perpendicular with the top 
strikes the bottom line of the seat at III. 
om II, where the back edge of the post 
edge of the seat frame, to III on the 



bottom view C, and transfer from II forward to III on the 
bottom line of the seat in the side view A. Draw a straight 
line passing through I and III which will establish the angle 
or sail on which the post must be framed up in order to have it 
stand square or plumb in the vertical plane A after it is thrown 
around on the contraction and flare. 

Fig. 2 illustrates a similar example, the only difii'erence 
being that the post is set up on an angle or sail in the vertical 
plane A. In framing the post into the top rail and seat frame 
the bevels for the joints must not be taken directly from the 
side view A, but should be determined by means of the 
following system: 

From the contraction line b-d on the bottom view C, 
square a line from the intersection of the back edge of the 
l^ost with the top of the top rail at I until it strikes the bottom 
of the seat frame a-e at IV. From point I on the bottom 
view draw a line square across the body, intersecting the bottom 
of the seat frame line at III. Take the distance from III to 
IV on line a-e in the bottom view C, and lay same out on the 
bottom line of the seat in the side view A from the back of 
the post II forward to III. Connect III and I with a straight 
line, thus establishing the angle or sail on which the post must 
be framed up in order to have it conform, after it is swung 
around on the contraction, to the angle or sail shown in the 
vertical plane A. This line also establishes the bevel on which 
the shoulders for the joints should be cut. 



Practical Problems for Vehicle Draftsmen and Mechanics. 





REPRESENTING PORTIONS OF SEAT FRAMING. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



Proportional Corner and Laying Out of Horizontal Sections 
and Corner Strainers on a Torpedo Body 



s are illustrated on the rear of a torpedo 
et us explain the position of the propor- 

Ref erring to page 24, we will find the 
taining the bottom line around the corner 
p line is assumed. 

will be noted that the proportioning 
le front of the seat on the side, and the 
t the rear. The points from which the 
) regulate the size of the corner sonie- 
This, of course, is a matter of taste. If 
corner at the bottom, he may work the 
o, but the method we introduce in this 
ry satisfactory, and we recommend it on 
As Avill be noted, it gives a smaller corner 
SY the side view or profile of the body is 
, the width from the center line to Z in 
-under. Fig. 3 should be laid out on the 

3n is to assume the line Z-Y, Fig. 2, taken 
Fig. 1, and Y-Z, Fig. 4, but care should 
a smooth and graceful line around the 

Dp corner sweep forms tangents to the 

5, as at f and e, Fig. 2, draw horizontal 

lectively, until they intersect at H, Fig. 2. 

Fig. 2, up until it strikes the horizontal 



line Z-Y, Fig. 1, and from this point draw a straight line 
parallel to t until it strikes base line X-T at g. Square this 
jjoint down to the side sweep. Fig. 2 at g, and this gives us the 
conmiencing of the proportional corner on the side. 

To find out where to commence the proportional corner 
at the rear, lay out points A and g. Fig. 4, which correspond 
to A-g, Fig. 2. Connect these jjoints on Fig. 4 with a 
straight line. 

From e on the horizontal line Y-Z, Fig, 4, which is taken 
from center line to e, Fig. 2, draw a line at any convenient 
angle, say 45 degrees, until it strikes straight line connecting 
A and g at j. Fig. 4, from which draw a horizontal line until 
it strikes center line of rear view at i. Connect i and e, and 
we will have completed a triangle e-i-j. 

Draw another triangle mkl. Fig. 4, with the sides parallel 
to those of the triangle e-i-j, Fig. 4. At any convenient point, 
1 for example, which is located on straight line passing through 
A-g in Fig. 4, draw a line parallel to e-j. From point k on 
center line of rear view, which is a horizontal projection from 
1, draw a line parallel to i-e, and these two lines intersecting at 
m form the second triangle, mkl. Fig. 4. 

Connect the apexes e and m of the triangles with a straight 
line, and the point where same cuts the horizontal base line 
T-X at h, Fig. 4, gives us the point h on Fig. 2, from which 
draw a horizontal line until it cuts the back top sweej) at M. 

Now we have on Fig. 2 points A, g and M, h, from which 



Practical Problems for Vehicle Draftsmen and Mechanics. 




ILLUSTRATING THE PROPORTIONAL CORNER, HORIZONTAL SECTIONS AND CORNER STRAI 



Practical PROBLEiis for Vehicle Draftsmen axd ^Mechanics. 



PROPORTIONAL CORNER AND LAYING OUT OF HORIZONTAL SECTIONS AND CORNER 
STRAINERS ON A TORPEDO BODY— Continued 



from the top line the points necessary to 
ne of the corner, as in problem on page 25. 
)lished, continue the bottom side sweep X-g 
y. 2. Also lay out the bottom rear sweep 
MY. 

essary to have sections of the corner at 
ween the top and bottom lines of the seat 
1 make the necessary forms to enable us 
t shape of the seat or body at a given point 

al and vertical lines from g and h. respec- 
tersect at JJ, Fig. 2. Draw a straight line 
, and a horizontal line through 31 and h 
at O, Fig. 2. 

enient number of points around the corner 
m line Z-Y, Fig. 2, as B, C, D. E. F, G, 

tween H and ]M only, Fig. 2, draw straight 
:ly until they converge at O, as from I to O, 

through A and g a line intersecting line 
Connect points B, C, D, E, F, G, between 
It Q. 

tions of sections of the body in Figs. 1, 
ce desired, as, for example, sections 1, 2, 



Take the amount of turn-under at eacli of these sections 
from the side turn-under at Fig. 3 and the back turn-imder 
at Fig. 1, and transfer same on to the lines AQ and 3I(). 
respectively. Fig. 2. For example, take the turn-under at 
III. Fig. 8. from the square line R, to convex turn-under 
line P, and lay it out from point A to III on line AQ, Fig. 2, 
and so on. 

On Fig. 5 is laid out the proportional scale used in finding 
the sections around the corner between Ag and ]Mh, Fig. 2. 
I.,et X-T, Fig. 5, represent the base line or X-T on Fig. 2. 
F^rom line X-T, F^ig. 5. first lay out the side turn-under of 
the body, g to A. taking same from g to A, Fig. 2. 

At any convenient distance from gA, F^ig. .5. lay out 
the amount of rear turn-under, h to ]M, from line X-T. Draw 
a straight line through A-]M; likewise lay out sections 1. 2. 
3, -1. 5 and 6 on side and back turn-unders. Fig. 5, as taken 
from Figs. 1 and 3. and connect with straight lines. 

Transfer the turn-unders between lines Z-Y and X-T, 
Fig. 2. at B. C. D. E, F. G. H, I, J, K and L, laying same 
out on proportional scale from line X-T until they strike line 
Z-Y, Fig. .5. As the greatest amount of turn-under on this 
corner is between A and ]M. F^ig. 2. we have to extend lines 
X-T and Z-Y beyond 31 on the jiroportional scale. Fig. 5. 

Having the proportional scale complete, it only remains 
to lay off the different turn-unders, 1, 2, 3. 4', 5 and 6, at 
B, C, D, E, F, G. H, I. J, K and L from the scale on to the 
corresponding points of Fig. 2. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



POSITION OF PROPORTIONAL CORNER AND LAYING OUT OF HORIZONTAL SEC- 
STRAINERS ON A TORPEDO BODY- Continued 



Tliis much accomplished we will connect the points between 
Z-Y and XT on lines B, C, D, E, F, G, H, I, J, K and L. 
Fig. 2, and we will have the desired sections of the corner at 
the heights of 1, 2, 3, i, 5 and 6, Figs. 1 and 4. 

On most bodies of the type illustrated here, the con- 
struction calls for a strainer set up and framed into the sill at 
the corner, as shown in Fig. 2. This strainer should be set up 
square from the bottom, that is, square from a straight line 
passing through the intersections of the outer edges of the 
strainer and corner at the bottom, in order to obviate as much 
as possible the necessity of l)eveling the strainer. In this 
problem we illustrate a very simple method for laying out the 
full size of the strainer at the front and back sides. 

First let us lay out the strainer on the corner of the body. 
Fig. 2, wherever it may be desired. Take the width of the 
strainer and lay it out on line X-T at ab. Fig. 2. From a 
straight line passing through these points, square front and 
back lines of the strainer through sections 1, 2, 3, 4>, 5 and 6 
until they cut line Z-Y at cd, this being the top of the strainer 
in Fig. 2. 



Having determined the front 
strainer on Fig. 2, proceed to lay s 
Figs. 6 and 7. Let us lay out a stra 
to the front face a-e of the strainei 
line should be equal in height to line 

At right angles to this line, dra 
taken at the heights of these lines c 
sections 1, 2, 3, 4, 5, 6 in Fig. 2 ii 
strainer, square points on to lines 1. 
Connect these jjoints and it will give 
line V of the strainer. For the ins 
the thickness of strainer from line 
S, Fig. 6, shows the line of the stocl 
would be cut. 

The same ojjeration is applied 
back side of the strainer. Fig. 7, exc 
be squared from the back side of st 
I-l, IV-4 and c-d are sections of 
corresponding lines on Figs. 1, 2 an 



Practical Problems for Vehicle Draftsmen and Mechanics. 



ig Out of Twisted or Winding Surfaces, Illustrated on a 

Torpedo Body 



DUCE in this problem the appHcation of a 
[ accurate method for laying out twisted 
g surfaces on the side of a torpedo body 
irtional horizontal and turn-under sections 
e obtained so that after the body is con- 
ossess harmonious and synmietrical lines, 
at in the illustration of this body there is a 
1 the rear corner to the dash, Fig. 2. In 
; turn-under sweeps at each of the standing 
, Fig. 1, it is necessarjr to obtain horizontal 
le body at 3. 4. and 5, Fig. 1. (First the 
. out complete as possible, independently of 
ons 3, 4 and .5. The top line 2 at the waist 
) should be laid out in Fig. 2.) 
3, which shows the side turn-under line of 
the application of the proportional triangle 
of the turn-under line E. Having assumed 
take the amount of turn-under at E, Fig. 2, 
line VI from Q on line R, Fig. 3. Lay out 
V and V, in Fig. 3, at the same heights as 
ion lines in Fig. 1. Lay out the triangles 
) from the base line VI, Fig. 3, the apex of 
ig located at a convenient distance below VI 
;ver the sections cut the turn-under sweep 
action V for example, square the intersection 
large triangle at y. From y draw a per- 
itil it strikes small triangle at z. Square 



point from z on to the section line V again, and this gives us 
point through which the turn-under sweep E passes. Continue 
this operation with all the sections until the desired points are 
obtained by which the completed sweep E is determined. 

Now having the turn-under sweeps at A and E, let us next 
proceed to lay out the horizontal sections at 3, 4 and 5 through 
the body in Fig. 2. In order to establish these sections we 
will bring into use the proportional scale. Fig. 4. Let e. Fig. 4, 
represent the turn-under of the body at E, Fig, 2, and a the 
corresponding turn-under at A in Fig. 2. Lay out on e. Fig. 
4, turn-unders at sections 3, 4 and 5, as taken from III-IV-V, 
Fig. 3. Likewise lay out the turn-unders on a. Fig. 4. Lay 
out straight lines between a and e at 3, 4 and 5, Fig. 4, and 
take the total turn-unders at D, C and B, Fig. 2, and lay 
them out on proportional scale in Fig. 4, at d, c and b. From 
this we can readily i)riek off our turn-unders at 3, 4 and 5, 
from d, c and b, and transfer the same on to D, C and B, 
Fig. 2. These jjoints established, it remains only to connect 
them with proper side sweej^s and we have completed the hori- 
zontal sections, 3, 4 and 5, from which, with lines 2 and 6, we 
can lay out the exact turn-under sweeps of the standing pillars 
at D, C and B, Fig. 1. 

Fig. 5 is the proportional scale used in laying out the sec- 
tions around the corner. Fig. 2. Fig. 6 is the proportional scale 
for laying out the sections through the shroud. Figs. 7 and 8, 
the one-half rear and one-half front views, respectively, are 
usually worked out after the turn-unders are determined. 



Practiovl Problems for Vehicle Draftsmen and Mechanics. 




ILLUSTRATING THE LAYING OUT OF TWISTED OR WINDING SURFACES. 



Practical Problems for Vehicle Draftsmen and JNIechanics. 



ng Out a Belt Line and Moulding for a Limousine Body 



;1 graceful belt line around the corner and 
limousine body is sometimes difficult to 
I produce a working line on the. draft which 
in will give satisfactory results is what we 
vplain and illustrate in this problem. It is 
belt line on the back of the body should 
ch or sweep (usually the same as the roof), 
ite this, the belt line at the center of the 
3m 6 to 8 inches higher than the belt line 
t on the side of the body, this, of course, 
at on the width and design of the body, etc. 

■ jiosition of the belt line on the side of the 
nter of the back on Fig. 1. Between these 
he horizontal section lines II. III. IV. V 
Vext lay out these intermediate sections on 
. 2. To produce these sections in Fig. 2 
service a system which has been explained in 
that of the proportional scale. Fig. 3. 

le sweej) or cin-ve, draw the line on the semi- 
Prom 1 to 3, number 3 being the point from 
n Fig. 2 conmiences to round. This back 
t the horizontal section lines 2 and 3, Fig. 4. 
from the center line of the body to each 
ransfer same until they strike the sections 
Next project points 2 and 3 from Fig. 2 
responding section lines. Connecting points 



1. 2 and 3 in Fig. 1 will give us the line of the belt corre- 
sjjonding to the line intersecting points 1, 2 and 3, Fig. 4. 

There now remains to be laid out the continuation of the 
belt line from point 3 to a in Fig. 1. This is worked out by 
the eye, and care should be taken to produce a graceful and 
true line. After the belt line on the profile in Fig. 1 is com- 
jjleted, project the same on to Fig. 2. and thence to Fig. 4. 
The line which we have established on Fig. 1 does not look as 
jjleasing to the eye as would be desired, but. on the other hand, 
after the body is constructed and the line is viewed in per- 
spective, it A\ill be surprising to note what a graceful and well 
proportioned belt line this method ^y\\\ ])roduce. It must be 
remembered that the corner of the limousine body is never 
viewed as it appears on the working drawing, but is always 
seen ^ith a certain amount of perspective, and apjjears very 
much dilFerent than it does on the draft. 

On metal paneled bodies the panels are joined at the belt 
line, and are usually covered here by a metal moulding, which 
is securely fastened to the body framing. This moulding is 
sometimes of soft metal, and sometimes of steel. If it is of 
soft metal it is not very difficult to form the moulding around 
the belt line on the job, but if it is a steel moulding that is 
used, it is desirable to bend or form the moulding flatwise first, 
and in order to do this a line should be laid out full length on 
a board or some indestructible article for the blacksmith, to 
be used in forming this moulding. To obtain the correctly 
developed line from the working draft, proceed as follows: 



Practical Problems for Vehicle Draftsmen and Mechanics. 



2^Am^J__ ^ ^ 



Fig. 5 




-ir^ 



LAYING OUT A BELT LINE AND MOULDING FOR A LIMOUSINE BODY 



Practical Problems for Vehicle Draftsmen axd INIechanics. 



NG OUT A BELT LINE AND MOULDING FOR A LIMOUSINE BODY— Continued 



horizontal line, as shown in Fig. 5. and 
center Hne. Square from the horizontal 
, e, f, g, h. i, j, the distance between each 
center line is taken from corresponding 
It line in Fig. 2. From the horizontal line 
ttom of the belt moulding, prick off the 
loulding at points b, c, d, e. f, g, etc., and 
ponding lines in Fig. 5. Connecting these 



points in Fig. 5 will give us the true shape of the belt moulding 
on the under side, when laid out flatwise. Gauge the top line 
of the moulding from this line. 

In Fig. 5 it will be seen that the ends of the moulding 
are broken off short on account of lack of space, the moulding 
being marked two feet longer at each end. From this point 
on, the moulding is straight, and it is not necessary to lay this 
out as long as we take the correct length from Fig. 2. 




Pkactical Problems for Vehicle Draftsmex and Mechanics. 



Pricking Off Corner Pillar on Twisted or Winding 
Landaulet Body with Example for Laying Out Jo 



LAY OUT the protile of the both' as in Fig. 1. Also draw 
tlie outside hue of the body Y on the bottom view. 
Tlien lay out parallel to line Y the bottom line of the 
body N-O, Avhich for a distance is an imaginary line, but is 
useful in laying out the cheat line. Determine the amount of 
cheat wanted and lav out on the bottom view of the drawing 
as line Q. This is also an imaginary line, considering that 
the body side continues down to the base line H on the eleva- 
tion. The adopted cheat line Q creates a twist in the side 
quarter of the body from vertical section line 8. This is 
invariably necessary on jobs of this kind for the pvn-pose of 
producing graceful lines on the back view of the corner in 
Fig. 4. To determine the amount of cheat wanted, it is some- 
times necessarj' to experiment until we work out what we think 
is the most pleasing line for the back view of the corner in 
Fig. 4. After the correct amount of cheat is found, we may 
adopt same as a standard for all jobs of this style so long as the 
body side sweeps and widths are uniform; therefore the line is 
something which cannot be developed, but must be assumed, 
and depends entirely upon the taste of the designer, and to 
execute properly requires considerable experience and skill. 
To prick off the rear corner of this body, take into con- 
sideration the twist or Avind in the side surface, and proceed 
as foUoAvs: 

In Fig. 2 lay out the normal turn-under sweep of the body 
at section 8 as shoAvn by the inside turn-under line O. Take the 
amount of turn-under from the extreme outside of the corner 
in Fig. 1 to the cheat line Q at the rear, and transfer on to 
From each turn-under as located on line 



line h-II, Fig. 2. 



h-II, Fig. 2, lay out the proport 
apex for same being located on liii 

To produce the correct pro] 
extreme rear corner of the body, 

The normal turn-under sweep 
space off on same a number of lii 
will. These lines also should pa 
line in Fig. 1. At the point where 
turn-under sweep in Fig. 2, drop ^ 
proportional triangle for the iK 
intersected, and from these jjoii 
striking the projiortional triangh 
sweej), and where same is intersect 
on to corresponding lines a-A, 
and g-G. 

For examjjle, take point on 
through which line d-D passes in 
line on to the line of the propor 
below line h-H. Square this p( 
of the proportional triangle, and f i 
l^rojection until line d-D above h 
jjroduces a point through Avhich 1 
sweep of the body at the rear C( 
proceed with all the other jjoints, 
sweep Q in Fig. 2. Where lines 
Fig. 1, cut the line of the corner 
points 2, 3, 4, .5, 6, 7 and 8, passii 
of the bod}\ 

To produce the line of the ( 
and back vicAvs, proceed as folloA 



Practical Problems for Vehicle Draftsmen and ^Mechanics. 



CORNER PILLAR ON TWISTED OR WINDING SURFACES OF A LANDAULET BODY WITH 
EXAMPLE FOR LAYING OUT JOINT IRONS- Continued 



nt of normal turn-under O in Fig. 2, and 
e horizontal line li-H to a on line 8, in 
tional scale. At any convenient distance 
it from the horizontal base line h-H on 
f turn-under with the cheat as taken from 
. This will establish point A in Fig. 3, 
inected by straight line with a on line 8. 
if over-all turn-under on lines 2, 3, i, 5, 
torn view of body, and wherever these dis- 
nes a-A and h-H of the proportional scale 
ical lines passing through the scale. Con- 
mount of turn-unders at lines b-B. c-C, 
g-G, Fig. 2, from vertical line X to the 
iweep O, and transfer these turn-unders on 



g. 3. 



it points B, C, D, E, F and G on line 1, 
im vertical line X to cheat turn-under line 
ect corresponding points on lines 1 and 8 
ght lines. 

; 2, Fig. 3, take the amount of turn-under 
lie b-B, and transfer from the outside of 
:orresi3onding line 2 in Fig. 1. Continue 
3, 4, 5, 6 and 7, Fig. 3, being sure to take 
of turn-under each time from the lines 
) those in Fig. 1. 

ed points on lines 2, 3, 4, 5, 6 and 7 in 
h the bottom line of the corner j)illar must 
ansfer these points on to tlie rear view 
s so as to determine the shape and width 
pillar in the back view. In order to do 
J center line of the bottom view, Fig. 1. 
les 2, 3, 4, 5, 6 and 7, and Avherever the 



corner pillar intersects same lines, transfer distances from the 
center line in the back view. Fig. 4, to corresponding lines 
B, C, D, E, F and G. The desired points obtained, connect 
with graceful and pleasing sweep or curve, and we will have 
worked out accurately the back view of the corner pillar, from 
which the stock for same may be laid out with assurance that 
it will work out correctly. 

In laying out the joint irons for the tojj, the principal 
object in view is to illustrate an accurate system for deter- 
mining the center or the break of the joints. After having 
designed the joint irons when in upright position, and having 
located the jjrojjs on the profile of the body. Fig. 1, lay out a 
horizontal line from the center of the lower prop as shown 
by dot and dash line on the illustration. Take the distance 
from point II the center of the lower prop iron to the 
center of the upper prop I as a radius, and describe an arc 
striking the horizontal line at III. Determine the position of 
the center line of the upper projj I after the top is lowered, 
and A\ith the compasses fixed at point I, or the center of the 
upper prop, describe an arc V, the radius of which is greater 
than half the distance from I to III. With the same radius, 
describe arc IV from III intersecting the arc jireviously 
described. Lay out the center line VI, which passes through 
the horizontal line on which is located points II and III. This 
intersection determines the center or break of the top joints. 
From the center of the lowered prop I, to the center of the 
joint or break on line II-III, describe an arc striking the 
joint iron when in an upright position, and lay out the center 
a little liit above a straight line passing through points I 
and II. The center of the joint or break should always be 
ofi^set in this way in order to tighten or lock when in an 
upright position. 



Peactical Problems for Vehicle Draftsmen and Mechanics. 



X 





PRICKING OFF CORNER PILLAR ON TWISTED OR WINDING SURFACES OF A LANDAULET BODY W 

FOR LAYING OUT JOINT IRONS. 



Pbactic^u. Problems for Vehicle Draftsmen and Mechanics. 



5 Out of a Coupe Pillar and Construction of Forward Part 

of an Enclosed Body 



our object is to teach the student how 
Lipe pillar in detail, which makes a very 
nstructive problem. In addition we have 
1 ujj briefly the ordinary construction for 
an enclosed body. This will be especially 
ginner, as it will give him a better insight 
onstruction. 

ecided upon the side view, turn-under and 
body, we will proceed to lay out the shut 
pillar. The bevel of the pillar where the 
d be made to conform as much as possible 
face of the lock. From this point to the 
bevel is the same. 

I lines II. III. IV. Y and VI, Fig. 1, and 
m lines 2, 3, 4, 5 and 6, in Fig. 3. Deter- 
lius the door will swing to open at sections 
it 5 the bevel is the same as that on the 
ill open without any trouble, but we cannot 
on the pillar below section 5, as the turn- 
)or opening farther away from the center 
jessitating a greater bevel in order to have 
' trying the shut bevel at each section in 
iiiel points it will be found that the greatest 
e bottom of the door. Set the trammel 
lie rear outside edge of the coupe pillar in 
ion, and describe an arc cutting the inside 



and outside edges of the door, and connect intersections with 
a straight line, thus establishing the bevel on which the door 
will open at each section. 

In order to obtain a perfect fitting door, the lock pillar 
and coupe pillar must be worked off to these different bevels, 
causing the inside face of the coupe pillar to be on a twist 
below the lock. Notice that the bevels of the coupe pillar 
are worked each time from the rear outside edge of the coupe 
pillar. This gives us a straight line for the front of the door 
and rear of coupe pillar in Fig. 1. 

Referring to Fig. 3, A, B, C and D are points on the 
outside of the coupe pillar at sections 2, 3, -i and G. Points 
a, b, c, d are points on the inside of the coupe pillar at 
corresponding sections. 

From the door line to the inside of the coupe pillar same 
should be rabbeted out ^4 "i^li to allow for the trimming. 
This is shown on Fig. 1 at sections II, III and IV, also on 
Fig. 4 at section YI. 

In connection with Figs. 2 and 4 we have shown the 
header, which should be securely framed into the coupe pillar 
by means of a mortise and tenon joint, as illustrated in 
section 10. p in Figs. 1 and 4 represents the head rail or 
roof rail, into which the coupe pillar should be framed b\' 
means of a mortise and tenon joint, as illustrated more clearly 
in Fig. 2 and section 10. 

Between the two coupe pillars there are two drop windows 
which require a center post. Figs. 5 and 6. This center post 



Practical Problems for Vehicle Draftsmen and Mechanics. 



^ 



w 




ig 



Kl 



THE LAVING OUT OF A COUPfi PILLAR AND CONSTRUCTION OF FORWARD PART OF AN ENCL 



Peactic^vl Problems for Vehicle DRAExsiiEx and ]Mechanics. 



[NG OUT OF A COUPE PILLAR AND CONSTRUCTION OF FORWARD PART OF AN 

ENCLOSED BODY— Continued 



eader by means of a mortise and stump 
lapi^ed into the cross-bar i, Fig. 5. 
represents the neck-bar, Mhich is mortised 
r as shown in Fig. 2. Sometimes it is 
) this into the coupe pillar. 
5, represents the garnish board on the 
nd on to which is secured the trimming 
moulding. This should be in two pieces 
I give clearance enough for. and facilitat- 
the window frames. The garnish board 
1 into the coujje pillar, and screwed, but 

and the garnish board k. Fig. 5. are 
ve the lining boards 1 and m, w^hich are 
I to the cross-bars i and g. Fig. 5. 
esents a post framed into the sill f and 
1 post forms a bearing for the inside of 
h is secured to the same by means of glue 



In Fig. 5 we illustrate a light construction for the division 
window posts, that is, of fastening l^o-inch x l/^-inch angle 
brass to the bottom edge of the glass frame, and permitting 
one web of this angle to straddle the fence iron instead of 
having the complete frame to jump the fence, as is customary 
in most cases. By the use of this construction we lighten the 
division post in Fig. 5 at least % inch, or the thickness of 
the frame. 

p. Fig. -i, shows the roof rail rabbeted out to receive the 
roof board, which is usually of three-ply veneered stock, and 
should be glued securely and nailed frequently. Over this is 
glued the roof cloth, which should extend far enough outside 
of the roof to cover the joint between the roof board and 
the roof rail. 

Section V shows section of the coupe pillar neck-bar and 
garnish rails at the fence line. It will be noted that the 
garnish board k in section V is in two sections, and is swept 
so as to give clearance for window pull when the window is 
lowered or raised. 




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..^'y* 



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T 



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•' >4 ■ '. ' .' ■ --^ 



Practical Problems for Vehicle Draftsmen and JNIechanics. 



The Framing Up of a Door and Pricking Off of a ( 



THIS ARTICLE supplements the laying out of a coupe 
j)illar and construction of forward part of an enclosed 
body. There are a great many different methods for 
framing up doors. Every bodymaker has his own ideas in 
regard to this subject. Let this article be intended more for 
the apprentice than for the experienced bodymaker. 

a and b, Fig. 1, represent the door pillars, a being the hinge 
pillar, and b the lock pillar. The thickness of the hinge 
pillar is 2i/8 inches, while that of the lock pillar is about 214 
inches on the outside. These thicknesses are sometimes made 
more or less, according to the style and construction of the 
body, e and f are the top rails; g is the lock board; c and h 
are the fence and belt rails, respectively ; j is the lining board ; 
and i is the bottom board. In grooving out the door pillars 
for the glass frame runs, it is necessary that these be grooved 
out square, d is the bottom rail of the door, and is half-lapped 
into the lock and hinge pillars, the joint for the hinge pillar 
being shown at a and d. 

Fig. 7 shows two methods for framing the outside top 
rail e into the door pillars. Either method will be found 
practical. The joint used for framing the top rail e into the 
hinge pillar a is that of a bastard tenon. In framing the 
top rail e into the lock pillar b we use a stump tenon. The 
inside rail f is rabbeted into both pillars. Great care should 
be taken in framing the outside top rail e into the pillars, 
being sure to get a tight-fitting joint and as much stock outside 
of the tenon as practical. 

Fig. 3 shows a section of the door at the fence line, and 



the method used for framing ; 
into the door pillars. The feni 
pillars a and b. The lock boar( 
a and b. The belt rail h is als 
pillars. The bottom board i is ha 
a and b. In this construction it 
bottom side d into the door pilla 
all the strength required. 

Fig. 6, the section taken at 
shows the glass frame run and c 
laying out glass frame runs, ci 
plenty of clearance for the glas 
out sticking and at the same 
glass frames are % inch thick, 
wide at the fence and top and 
for clearance, and also paint. li 
width of the door jjillars at the 
the outside of the pillar to the wi 
11/16 inch for the window seat 
plate, Yg inch clearance, another ] 
run, 1/^ inch more clearance, and «^ 
the width of the door pillars a 
in Fig. 6. 

Determine the length of tl 
project above the lower edge of 
about % or 7/16 inch, and lay 
frame run below the fence line 
glass frame or window to drop 



Practical Problems for Vehicle Draftsmen and Mechanics. 




THE FRAMING UP OF A DOOR AND PRICKING OFF OF A COUPfi PILLAR. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



THE FRAMING UP OF A DOOR AND PRICKING OFF OF A COUPE PILLAI 



make this calculation so that about 1/4 or % inch of the top 
frame of the window will show above the fence plate, although 
in some cases it is impossible on account of the conditions of 
the chassis, sometimes necessitating cutting the corner of the 
door, which prevents the Avindow from dropping clear down. 
At the lower end of the glass frame run in Fig. 6 note that 
the run is 11/16 inch wide, and parallel for a short distance. 
This causes the window to fit closely at the bottom, and pre- 
vents chattering at this point. The glass frames should never 
come in contact with the window runs, there usually being 
screwed channel rubbers on the ends of the frame which work 
up and down in the runways. There should be plenty of 
clearance between the door bars, lock board, lining boards and 
the glass frames. As there is usually attached a strap to the 
bottom of the glass frame for raising the window, it is always 
advisable to sweep the lock board g in Fig. 3, which gives 
clearance for this strap and fixture. Set the lock board and 
lining boards so that they may be easily removed in case of 
any interference on the inside of the door. The lock board 
should not be glued to the pillars, but just screwed, and the 
joints should be well jjainted. Always give the runways a 
coat of linseed oil or primer as soon as possible. 

Referring to the framing up of the top and fence rails, 
we advise that the rails be recessed or set under 1/16 inch, as 
shown in Fig. 6, thus breaking the joint. 

These are a few general instructions and hints which may 
apply to the framing up and construction of any high door, 
but should not be regarded as fixed rules. 



With reference to the i>rickin 
is shown in Fig. 5 at A. Fig. 
pillar, and B is the top rail. C 
represents a section of the coupe 
bevel throughout. 

In getting out a coupe i)illar a 
to bottom, that is, beveling the pill 
from the outside of the pillar bef( 
causes the coupe pillar to be hea\ 
a simple method for getting the s 
and has been employed in carriage 
of the body was not very great 
where the bodies are a great dea 
turn-under, it is not found as s 
explained in the problem for lay 
construction of forward part of i 
as it produces a curved line pass 
d, e and f. Fig. 5, which causes 
the bottom than it is at the top. 

In jjricking this pillar off, la; 
I, II, III, IV, V and VI throng 
amount of turn-under at each sec 
out on Fig. 4., passing through t 
pillar. Wherever these sections 
a, b, c, d and e. Fig. 4, project 
corresponding sections at a, b, c, 
necting these points gives us the lii 
pillar and door. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



The Construction of Glass Frames 



■al may be said in regard to the construc- 
s frames, but in this article we will treat 
iry construction, which, like any part of a 
1 ui)on the judgment of the mechanic, 
its an assembled glass frame, a being the 

back, c the top, and d the front. The 
ed without injury to the frame, 
omplish this it is necessary to leave two of 

In this case we leave the lower joint in tlie 
i the upper joint in the right hand corner 
me will be in two pieces. If all the joints 
, and anything hapiiened to the glass that 
s'ould be almost imijossible to reset a new 
le. As it is constructed here, this can be 

without injuring the frame in any way. 
:' the frame is rounded off as shown in 
me should be mitered at the inner corners 
, illustrated in Fig. 1. 
. 1, show the lower part of the front piece 
show the shape of the tenon which is let 
le bottom piece al. The same kind of a 

corners except the round corner, and this 
bare-face mortise and tenon, bl and b2, 
ower end of piece b. It also shows the 
. al and a2 show a part of the bottom 
nortised to take the tenon on the back 
the shoulders run horizontally on the lower 
ent raising and lowering of the window 



causes considerable strain on these lower joints, and in con- 
structing them this A\ay they are much stronger and there is 
less liability of the joints opening up. If the shoulders were 
vertical on the lower frame, all the strain would be on the 
tenons, and the joints would be more liable to open. Notice 
that the tenon on dl in Fig. 1 is cut on an angle, which is 
also true of the tenons on the top piece c. 

Another way for constructing the joint at the round corner 
or joining the two pieces a and b is shown in Fig. 2. In this 
method we mitre the two pieces together and unite them with 
a false tenon. This joint is frequently used, l)ut is not as 
reliable as that shown in Fig. 1 because it shows a longer 
joint and there is more liability of the joint opening. 

Fig. 4 represents a section of a glass frame which is 
rabbeted out to receive the glass. The rabbet is made deep 
enough to allow for a moulding which is fastened on the inside 
of the frame to hold the glass in place. Using this construc- 
tion it is possible to glue all joints in the frame, as the window 
glass is fastened and held in place by means oi' tlie moulding b. 

Referring to Fig. 3, b shows a section of the glass frame 
grooved out to receive the glass f. In using this construction 
there should be placed between the glass and the frame a 
thin strip of rubber, as shown by e. This holds the glass 
tight in place and jirevents rattling, which is sometimes the 
case when the glass is not of uniform thickness and the glass 
frames are grooved out uniformly. This rubber is shellaced 
to the glass. Sometimes nothing but jjutty is used for setting 
the glass, but, if rubber cannot be procured, we believe felt 
will be found to give satisfaction. 



Practical Problems for Vehicle Draftsmen and Mechanics. 






I 



Fis- 2 




THE CONSTRUCTION OF GLASS FRAMES. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



THE CONSTRUCTION OF GLASS FRAMES— Continued 



fly of the method for setting the glass frame 
. 3, represents the door j^illar grooved out 
)n the end of the glass frame is screwed 

The plate d is usually set inside the channel 
[■rews are put in from the inside and through 
channel rubber c should fit closely into the 

in the jiillar a. Fig. 3, and the glass 



frame itself should not come in contact with the glass frame 
run. Glass frames are usually made of mahogany, and the 
finish is important; therefore pains should always be taken to 
obtain perfect fitting joints, and the best of judgment should 
be used in the construction of the joints, for which there is no 
law laid down, but the foregoing are simply some practical 
hints on construction which has proven very satisfactory'. 




Practical Problems foe Vehicle Draftsmen and Mechanics. 



The Laying Out of a Wheel-house and Rear Mud 



IN A BODY which is especially wide across the rear seat it 
is often necessary to make a wheel-house, or depression 

in the side of the body, so as to give sufficient clearance 
for the rear wheel. In this event the rear mud guard usually 
fits into or close to this wheel-house, and conforms somewhat 
to its shape. We will first take up the method for laying- 
out the wheel-house in a body, such as illustrated. 

Lay out the j^rofile of the wheel-house and mud guard on 
the side view of the body. Fig. 1. On the rear view, Fig. 4, 
determine the amount of clearance necessary between the body 
and the wheel, and lay out inside line of wheel-house t-q-x. 
From Figs. 1 and 4 we will lay out the wheel-house on the 
bottom view in Fig. 2. 

On Fig. 1 lay out on the profile of the wheel-house, 
points 2, 3, 4, 5, 6 and 7, arbitrarily, and by means of the 
proportional scale in Fig. 5, lay out sections in Fig. 2 taken at 
heights of points 2, 3, 4, 5, 6 and 7 in Fig. 1. Squaring these 
points from Fig. 1 on to sections in Fig. 2 will establish points 
through which the outside of the wheel-house line r must jjass. 
The inside line of the wheel-house t should be taken from the 
section of the wheel-ouse at t on Fig. 4, and transferred on to 
Fig. 2, where it will show as a horizontal line. 

Wherever the outer line of the wheel-house intersects the 
inner line at the front and rear, numbers 1 and 8, Fig. 2, 
square down points intersecting the profile of the guard, estab- 
lishing points 1 and 8 in Fig. 1. Lay out horizontal section 
lines 10, 11 and 12 on Fig. 1. By means of the proportional 
scale. Fig. 5A. lay out these sections through the inside line 



of the wheel-house t on Fig. 2, and 
inside line of the wheel-house t dro 
they strike the corresponding sectio 
these points 10, 11 and 12, with 1 
the bottom line of the wheel-house 
where the surface of the wheel-hou 
of the body. 

It will be seen on Fig. 2 that 
% inch wide around the top of the 
be set into the wheel-house level acr 
a bearing for the nmd guard. The 
wheel-house and is seem-ed at this le( 
In Fig. 6 we have the turn-unc 
the turn-under sweep at correspondi 
Fig. 2. Fig. 3 is the turn-under j 
round corner on the side at A, Fig- 
After this much is understood i 
a simple matter it is to lay out th 
necessary to lay out the profile of 
Fig. 2 the inside line s of the ledg 
rejjresent the inside line of the guar- 
1 and 8. Determine the width of t 
lay out inside line of same in Fig. g 
of the body at 9. Connecting 8 an( 
of the guard, Fig. 8, as far as 1. 
closely the side of the body until it re 
frame. From this point until it joi 
usually cut away for the spring or b 



Practic.vl Problems for Vehicle Draftsmen and ]\Iechanics. 



'f f 9 4 9(9'^*" 




/ c d e ^ a A<y 



LAYING OUT OF WHEEL-HOUSE AND REAR MUD GUARD. 



Practicvl Problems for Vehicle Draftsmen and Mechanics. 



THE LAYING OUT OF A WHEEL-HOUSE AND REAR MUD GUARD-Co 



Fig. 4. Lines a, b, c, d, e, f, g and h, Fig. 8, are projections 
from points 1, 2, 3, 4, 5, 6, 7, 8 and 9 in Fig. 1, and will be 
used in developing the pattern of the guard in Fig. 9. 

Fig. 7 shows a section of the rear end of the guard as 
taken from Figs. 1 and 4 and brought up close to Fig. 8. with 
the end squared from the profile in Fig. 7, for the purpose 
of working out the points K, L, etc., on the plan view of 
the end of the guard in Fig. 8. Let lines K, L, M and N 
be drawn through the end of the guard until they strike the 
profile in Fig. 7. Draw vertical lines from each point through 
the end of the guard on Fig. 8. From the center line on 
Fig. 7 take the widths of the guard at K, L. M and N, and 
transfer on to corresponding lines from the center line in 
Fig. 8. This gives us a true view of the rear end of the ffuard 
in Fig. 8, although the same is not necessary for laying out 
the pattern in Fig. 9. 

The sole object for laying out the guard in Fig. 8 is 
for pricking off the widths at various points to be used in 
developing the pattern. Fig. 9. To obtain the pattern. Fig. 9, 



it is first necessary to lay out the fu] 
around the curve of the profile w t 
veloped length on the outside edge o 
Transfer distance between j^oints w, 
Fig. 1 to the pattern, Fig. 9, wor 
the guard w to get the true lengtl 
Through these points in Fig. 9 dra^ 
outside of guard. Transfer width; 
b, c, d, e, f , g and h. Fig. 2, to corres 
of guard in Fig. 9, establishing pc 
and 9. Connecting these points will 
the guard where it fits into the whee 

Lay out the round end at the re 
same round or radius as in Fiar. 7. 
the guard from Fig. 4 on to the 
the necessary flanges all around the j 
ever may be desired, and the patte 
cutting out the stock. 



^>- 



A 



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K 



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( 



Practicai. Problems for Vehicle Draftsmen and jSIechanics, 



ng Out Pattern of Panel for a Metal Seat by the System 

of Triangulation 



^TIOX is a system for measuring uy) and 
surfaces for the purpose of obtaining pat- 
leet metal work, and has long been used for 
leet metal workers and cornice makers. It 
;he automobile and carriage trade in making 
; with straight flares, but cannot be used on 
ivex or concave both ways, or, in other words, 
e to be hammered. For a convex or "King 
this system would be of no use, but for a 
as illustrated herein, or for nuul guards, 
ly ])anels, etc.. it is invaluable, inasmuch as 
md expense of setting up temporary forms 
desired patterns. 

the illustration. Fig. 1 is the elevation of a 
seat, and Fig. 2 is one-half the bottom view. 
;wo views that we obtain the pattern of the 

g out the pattern of the seat it is necessary 
le of the arm rail in Fig. 2 as it drops down 
i seat. Space off on the top line around the 
3, 5, 7, 9, 11 and 13. Fig. 2, commencing 
starts to round at the back, and continuing 
IS shown. Space off as many parts equally 
Fig. 2, connecting these points on top and 
leat with straight lines, project same points 



and lines on to corresjjonding positions in Fig. 1. Wherever 
the arm rail line on the profile intersects the oblique lines con- 
necting top and bottom points of seat, Fig. 1, project these 
points on to the corresponding lines in Fig. 2. 

For example, take point VII on line 7-8, Fig. 1, and 
project horizontally until same strikes line 7-8 at VII in 
Fig. 2. thus establishing a point through which the arm rail in 
the bottom view must pass. 

Lay out the triangles from these points on the arm rail 
and points on the seat bottom on Figs. 1 and 2 as shown. 

In starting the pattern, Fig. 5, lay out the center line OQ, 
which is equal to the full height on the flare of the seat at the 
back. Fig. 1. With the dividers take the distance from 
Q to 1 on the top line of the seat. Fig. 2, and transfer on to 
the pattern, using this distance as a radivis, and swing it out 
both sides of the center line from Q. 

In order to find the intersection of point 1 on these arcs, 
proceed as follows: 

Use the distance from () to 1 in Fig. 2 as the base of a 
triangle, and lay same off on any convenient space on the 
drawing, as Fig. 4, O to C. Taking the height of the seat 
perpendicularly from the bottom to point 1 at the top as the 
altitude or jjerpendicular, lay out on tlie triangle chart in 
Fig. 4, C to 1. Connecting C) with 1 in Fig. 4 will give 
us the hypothenuse of the triangle or the true length of line 



Practical Problems for Vehicle Draftsmen and Mechanics. 




LAVING OUT PATTERN OF PANEL FOR A METAL SEAT BY THE SYSTEM OF TRIANGUL 



Practical Problems for Vehicle Draftsmen and Mechanics. 



»ATTERN OF PANEL FOR A METAL SEAT BY THE SYSTEM OF TRIANGULATION— Continued 



listance should be laid out from O on Fig. 5 

lie are drawn from Q at 1. 

nt 2 on jjattern, take distance from O to 2, 

off as a radius from O, F^ig. 5, both sides 
ke the distance 1 to 2, Fig. 2, as a base of a 
t off on Fig. 4 from C. Connect 1 and 2 
36 or the true length of the line sought, and 
rom point 1, Fig. 5, until it intersects the 
at 2, and so on until the arm rail commences 
ter 3 on F'ig. 2 we cannot take the spaces 
line direct, as same is dropping until it runs 

line at XIII. 

pace the toji line of the arm rail correctly 
t on Fig. 5 it is necessary to lay off another 
obtain the true length of lines between 3 and 
?h is done as follows : 
line 3 to V, Fig. .5, take the space from 3 
ay it off from C on Fig. 6 as the base of a 
e amount that the arm rail drops, from 3 to 
ay it off from C on vertical line as the alti- 



tude, Fig. 6. Connecting 3 and V will give us the hypothenuse 
of the triangle c3V, Fig. 6, which is the true length of line 
3 to V, Fig. 2, and should be laid off from 3 on Fig. 5. The 
same operation is necessarj' for every space on the arm rail 
between V and XIII, laj'ing out each triangle to obtain the 
true length of each line. 

As the points on the arm rail after 3 are getting lower 
it is necessary to change the altitude of each triangle on Fig. 4. 
Take the distance from 8 to IX, Fig. 2, for example. 

LTsing line 8 to IX as a base, lay this distance out on 
Fig. 4 from C to 8. Take the ijcrpendicular height of IX 
on Fig. 1 from the seat bottom and lay it out as the altitude. 
Fig. 4. Connecting 8 and IX, Fig. 4. will give vis the 
hypothenuse of the triangle or the true length of line 8 to IX, 
Fig. 2, which should be laid out from 8 on F"ig. 5 until it 
intersects the arc drawn from VII at IX. Continuina- these 
ojierations with all the points as shown will give us the outline 
of the pattern. Fig. 5. Around this pattern whatever flanges 
are necessary for turning under the seat frame and railing, etc., 
niav be added. 



Practical Problems for Vehicle Draftsmen and Mechanics. 



Laying Out of Pattern for a Shroud Pane 



THE SAINIE system of triangulatiou is applied in this 
problem for obtaining the pattern of a shroud as 
was used for working out pattern of the metal seat 
panel. 

The elevation and front view of the shroud. Figs. 1 and 2, 
are iirst laid out. Then on Fig. 2, the front view of the 
shroud, space off points on inner and outer lines as indicated 
by luuiibers. The location of these points is not fixed by 
any rule, but good judgment should be used in placing them 
Avhere necessary only, the corners being the parts where the 
spaces should be laid out most frequently in order to insure 
the most accurate results. The flat or nearly flat surfaces 
do not require as many triangles. Connecting the points on 
the inside and outside lines of the shroud in Fig. 2 will establish 
the triangles with which we will lay off the full pattern of 
the shroud in Fig. .5. 

Lay out the full length of line 0-Q on the center of the 
pattern, Fig. 5, as taken froiu Fig. 1. In spacing off the 
points on the l)ack line of the pattern in Fig. 5, do not take 
the distances direct from the outer line on Fig. 2, as these 
spaces do not represent the exact length of the lines, as well be 
seen by looking at Fig. 1. The rear line of the shroud slants 
back toward the bottom. Therefore lay off triangles for each 
s^sace separate, as in Fig. 6. 

For example: In spacing off point 1 in iiattern. Fig. 5, 
take the distance from 1 to Q in Fig 2, and lay it off as the 
base of a triangle on line a-a. Fig. 6, from Q. Take the dis- 
tance that the shroud slants back, Q to 1 in Fig. 4, and lay 



it out in Fig. 6 from line a-a to ] 
triangle. From Q to 1 in Fig. ( 
the true length of the line Q to 
swung off both sides of Q in Fi<j 

In order to find point 1 in I 
of line O to 1 in Fig. 2, as follow: 

Square upon line a-b in F 
Take the distance from O to 1 ii 
line a-b at the front line of the 

and 1, and we will have the 
a-O-1 in Fig. 4, or the true lengtl 
Laj' this distance off from O in 
arc drawn from Q at 1. 

To describe the arc from O, 
be located, take distance directly 
same as the radius for describing 
line of the shroud is perpendicula 
numbered points can be taken dir 
Fig. 2. For finding point 2 on th 

1 to 2 in Fig. 2 as the base of ; 
vertical line from a in Fig. 4. 1 
on to the line a-b in Fig. 4. From 
of the triangle a-1-2, or the true 
Fig. 2. Lay out this distance f 
it intersects arc drawn from O at 
matter of getting the true length 
enuse of each triangle represen 
transfer same on to pattern in Fig 



Practical Problems for Vehicle Draftsmen and Mechan 



ics. 




LAYING OUT OF PATTERN FOR A SHROUD PANEL 



Practical Problems for Vehicle Draftsmen and Mechanics. 



LAYING OUT OF PATTERN FOR A SHROUD PANEL— Continu( 



To avoid complication and confusion we have shown a 
few of the triangles only in Figs. 4 and 6, but in general 
practice each triangle will have to be laid out to determine the 
true length of lines desired. After the descriptions of the 
operations used in Figs. 4 and (i, with the same principle the 
remainder of the triangles may be laid out to determine the 
required points on the pattern, Fig. 5. 



C, Fig. 3, represents the co 
at the height of the seat bottom, 
ever, with the pattern, but is use 
line around the shroud in Fig. 2. 
is obtained, add whatever flange; 
the stvle of construction used, etc, 




Practical Problems for Vehicle Draftsmen and ]Mechanics. 



ng Out Patterns for a Front Mud Guard and Splasher 



we illustrate and explain methods used 
items of a front mud guard and splasher, 
vhich are twisted. Fig. 1 is the side view 
1- front wheel and chassis frame in con- 
[ider. Fig. 2 shows the relation of the 
le chassis and shape of splasher where it 
board. Fig. 7 is the plan view of the 
)attern extended. 

to la}' out the side view and plan. Figs. 
•, and from these two views, with the aid 
, Figs. 2, 3, 4 and 6, we obtain the j^atterns 
IS explain method of laying out the full 
ted mud guard splasher, Fig. 5. 
ided which is the most simple way to form 
ittle twist as possible, and with this object 
t the surface of the splasher inside of the 
. 1. is flat and has but one bevel or flare, 
at between points Q and A, and 9 and 10, 
e the splasher flat. 

o points 1 and 5 on the splasher in Fig. 1 
;o give the splasher a slight twist in order 

line of the inside edge of the guard on 
aints Q, 5 and 8 in Fig. 1 it will also be 
form the splasher somewhat to meet the 
)f the fender, Fig. 7. The lower end of 
joins the running board and chassis frame 
sted into the required shape. Wherever 
rfaces appear it is necessary to space off" 



points and triangles frequently in order to assure accurate and 
satisfactory results. 

From the front of the splasher to the center or the highest 
point of the splasher, Fig. 1, let us lay out points 1, 2, 3, 4 
and .5. Connect these points with the front of the splasher at 
O on the bottom, and we will have the necessary triangles for 
laj'ing out this section of the splasher. From j^oint 5 on the 
tojj of the si^lasher. Fig. 1, sjjace oiF points 6, 7 and 8 until 
the fender curve runs into the chassis line, Fig. 1. In Fig. 2 
we show the shape of the splasher where it connects with the 
running board. It will be seen that the end of the splasher 
here is ciu'ved. Lay off" a number of equal spaces XI, XII, 
XIII, XIV and XV on the splasher in Fig. 2, and project 
same points on to the rear end of the splasher in Fig. 1. Con- 
necting these points 11, 12, 13, 14 and 15 with A, Fig. 1, will 
give us the necessary triangles for developing the surface of 
this section of the splasher. 

On Fig. 2 we indicate the distance from the inside of the 
mud guard or running board to the outside of the chassis frame, 
which distance will be the base of all triangles in Figs. 3, 
4 and 6. 

In commencing the actual pattern. Fig. 5, take the dis- 
tance from O to Q, Fig. 1, and lay out on the bottom of the 
splasher in Fig. 5. This is the true length of the splasher 
between these points. Take the distance from O to 5 in Fig. 1 
and lay it out as the altitude of a triangle in Fig. 3. With 
the distance from the inside of the guard to the outside of the 
chassis frame as the base of the triangle, determine the hypoth- 



Practical Problems for Vehicle Draftsmen and JNIechanic 




LAYING OUT PATTERNS FOR A FRONT MUD GUARD AND SPLASHER. 



Practical Problems for Vehicle Draftsmen and INIechanics. 



[NG OUT PATTERNS FOR A FRONT MUD GUARD AND SPLASHER— Continued 



igth of the line O to 5, Fig. 1. Take this 
and describe an arc from O, Fig. 5. 
ersection of point 5 on this arc, take the 
5 in Fig. 1 and lay it out on Fig. i as an 
le, and with a base equal to the distance 
ime to the inside of the guard, as before 
jothenuse or the true length of the line 

this distance as a radius centered at Q, 

arc cutting the arc described from O at 
'rom point 5 describe an arc with the radius 
om 4 to 5 in Fig. 1. 

ersection of point 4 on this arc in Fig. 5, 
)m O to 4, Fig. 1, and use it as the altitude 
g. 3, and with a base as given, find the 
y it out from point O in Fig. 5 until it 
iwn from 5 at 4. Likewise space off points 
iangle chart, Fig. 3. Also lay out spaces 
he triangle chart in Fig. 4, and find the 
I arc as previously described. 

in Fig. 5, take the distance from 8 to in 
)ut from 8, Fig. 5. The intersections of 
ius drawn from Q, equal to the distance 
;he chassis frame to the inside of the guard, 
t 9 in Fig. 5. From Q to A, and from 

the distance direct from Fig. 1, as this is 

;nd of the splasher we have spaced off on 
s 11, 12, 13, 14 and 15. Take the distance 



from 10 to 11, Fig. 1, and strike it out from 10 in Fig. 5. 
Using the distance from A to 11, Fig. 1, as the altitude of a 
triangle, lay it off on the ti'iangle chart in Fig. 2 with the 
base equal to the distance from the chassis to the inside of the 
guard or running board. 

After having determined the hypothenuse of this triangle, 
or the true length of the line from A to 1 1 in Fig. 1, lay it 
out from A, Fig. 5, until it intersects the ai'c drawn from 10 
at 11. Space off the distance from 11 to 12, Fig. 5, taken 
from XI to XII in Fig. 2. 

We now want the true length of the line A to 12 in 
Fig. 1 in order to enable us to locate the intersection of point 
12 in Fig. 5. With the distance from A to 12, Fig. 1, as the 
altitude of the triangle, lay same off in Fig. 2 with the base 
obtained by squaring up point XII in Fig. 2 until it strikes 
the horizontal line at the top of the chassis frame. With the 
base and altitude given, it is easy to determine the hyjiothenuse 
of this triangle, which should be described as a radius from 
A in Fig. 5 until it intersects the ai'c drawn from 11 at 12, 
and so on with points 13, 14 and 15, being careful to obtain 
the correct base of each triangle in Fig. 2, inasmuch as the base 
of each triangle is ever changing on account of the splasher 
running closer to the chassis at each point. 

Fig. 7 shows the actual plan view of the mud guard, 
splasher and chassis, as projected from the side view in Fig. 1. 
The extended dot and dash lines show the developed surface 
or jDattern of the mud guard as taken by measuring the distance 
from point to point around the profile of the guard in Fig. 1. 



Peacticvvl Problems for Vehicle Draftsmen and Mechanics. 



Perspective Drawing of Vehicles 



1A^ THIS article we illustrate and exjjlain a system of 
perspective drawing for automobiles and carriages. In 

making perspective designs of vehicles it is always desir- 
able to lay them out so that the dimensions of the body can 
be scaled from the profile of the drawing. 

For instance, if one desires to know the width of the door, 
the depth of the seat, or the height of the job, he can readily 
obtain the measurements from the profile of the drawing. 

In this case the vehicle will not be set up in true per- 
spective, but the effect is as pleasing as if it were. If the job 
were drawn in true perspective it would not be possible to 
scale any measurements from the drawing, and it is not neces- 
saiy for draftsman or designer to be familiar with true 
perspective drawing in order to become efficient in carriage 
perspective. The system explained herein will be found to be 
very simple, and once the designer masters the system, he will 
find that it will be of great value to him, inasmuch as he will 
be able to produce rapid and more pleasing results. 

In preparing a perspective drawing, the first operation is to 
lay out the true side view or elevation of the vehicle, as shown 
m Fig. 1. Next determine the vanishing point, which in this 
case is to the front of the coupe pillar nineteen feet on the 
line of vision, l)ut this distance is taken arbitrarily, and after 
once determined satisfactorily, may be kept as a standard. 
The line of vision is usually five feet three inuhes from the base 
or the ground. The vanishing point is not shown on the draw- 
mg, as it would extend far out from the edge of the paper or 
the ordinary drawing board. Instead of showing the vanishinff 



point, we illustrate a more satisfac 
the vanishing lines. Fig. 4. rejiresei] 
point as a center. This arc shoulc 
or light wood, and then it may be u 
same to the drafting board with t\v 
Fig. 4 by a and b. 

Fig. 7 represents a lightly c 
an eccentric blade, that is, the top e 
perpendicular with the center of 
square on the arc as shown, we can 
that will vanish at the vanishing p 

If the widths of the body are k 
draw the front and back views, F 
This is shown here by way of illusi 
draftsman becomes accustomed to 
be eliminated to a certain extent. 

With T square 7 set on the 
inclined line A passing through th( 
wheel at the base. I^et this line coni 
drawing. After this, draw another 
through the center of the near rear 
drop a perjjendicular line from tlu 
until it strikes the inclined line A i 
that the wheel tread is 56 inches, 
radius from 2, describing an arc uii 
B at II, Fig. 8. By connecting 
straight line c we will have the lit 
widths should be laid out. 



Practic.u. Problems for Vehicle Draftsmen axd Mechanics. 



PERSPECTIVE DRAWING OF VEHICLES— Continued 



sents a triangle, the angle of which is about 
d which angle is used for all jjenchant lines, 
le offside points or the amount of perspective, 
n at will, and, of course, regulates the amount 
Lfter the draftsman has made a few drawings 
which angle is the most satisfactory and pro- 
leasing drawing, and adopt it as a standard 
^■le. 

)if rear wheel, draw the penchant line i with 
. 5, from point 2 on line A, Fig. 8, until 

B. This gives us the base of the off rear 
the vertical center line, and use the T square 

Fig. -i for finding the horizontal center and 

the perspective of any part of the vehicle 
narro^\•er than the A\'heel tread it is necessary 
center line. Fig. 8. The center line is obtained 
i\'heel tread on line c at x, from which point 
Irawn Avith the T square Fig. 7 on arc Fig. 4. 
;, if the perspective on the coupe pillar is 
width from the center line. Fig. 2. I^ay it 
the center line in Fig. 8 on line c at V and 5. 
e Fig. 7 on arc Fig. 4, draw lines from these 
ough Fig. 8. Square down near side of coupe 
it until it strikes line 5. Use the triangle, 
the penchant line D until it strikes line V. 
line from this point on to Fig. 1, and this 
le of the coupe pillar at the front. Take the 



T square Fig. 7 on the arc Fig. 4 for laying out vanishing lines 
and obtaining points on the offside of the coupe pillar which 
should correspond to points on the near side of the coupe 
pillar, and so on with 3, 4, 6, 7, 8 and 9, Fig. 8, which represent 
the widths of the body taken at different points on Figs. 2 
and 3, and 1), E, F, G, H and i represent penchant lines for 
obtaining the perspective at these points. 

Fig. 9 shows how the vehicle would appear in looking down 
upon it from above. The near side produces a perfect side 
view as in Fig. 1. Fig. 9 is, of course, false, as the car could 
not be twisted as shown in Fig. 9, but this is the way the 
perspective is set up in the profile or elevation. Fig. 1. 

Fig. 10 illustrates approximately how the plan Avould 
necessarily have to appear if the elevation or side view, Fig. 1, 
was in true perspective, and is laid out here by way of illus- 
tration to show the difference between true perspective and 
the system of perspective taken u]) in this article. 

Referring to these two figures, 9 and 10, compare the 
wheel base on the near side of the vehicle, and it will be noted 
that the wheel base in Fig. 10 is greater than that in Fig. 9, 
showing that an}i;hing in true perspective set at such an angle 
will apjiear shorter than it really is, and, if drawn that way, 
will not permit of the taking of any measurements from the 
side of the vehicle, as explained previously. In Fig. 9 the 
reader will note that the Avheel base on the near side is the 
same as that of the wheel base in the elevation of the vehicle, 
Fig. 1, therefore making it possible to scale this dimension and 
others direct from the side view or elevation. Fig. 1. 



Pkactic^vi. Problems for Vehicle Draftsmen and Mechanics. 




PERSPECTIVE DRAWING OF VEHICLES. 



Practicajl Problems for Vehicle Draftsmen and Mechanics. 



Coloring Carriage and Automobile Drawings 



vehicle designs, l)e tliey can iages, automobiles. 
1 fact, anything in vehicle construction, a cer- 
?e, or, we may say, rules, must be followed to 
ed proficiency to be successful. Besides, con- 
i, after the rules are known, must be had to 
rtist in this particular line. Of course, different 
same end. ()ne road may be longer than the 
ess, after the rules are known, the artist may 
'an as how to get quickest to the road's end. 
2;e designers who have taken lessons in color 
'rienced artists may differ from our practice 
after all, when the first rules have been studied 
ccess will depend more on practice to obtain 
eh is admired even by those who have handled 
jars. 

le elevation of any vehicle, carriage, automo- 
, drawn in perspective is acknowledged to be 
'esentation to show buyers, or to print in cata- 
1 persj^ective, most of the details contained in 
e shown, but keeping in mind always that a 
tion must be retained to represent the style to 
)roduce good colored drawings which are ad- 
s a great inducement to add this accomplish- 
'hich will aid one not only to add taste to his 
it also furnish an opening to secure a better 

ruments, the best kind, are necessary, also to 
ety of brushes, and an assortment of In-istol 
:inds of fine drawing ]ia]iers, including tracing 

water colors, Winsor and Newton have had a 
tation, but a great variety of cake and tube 
lined from stores where artists' materials are 
>ed colors are white, brown, blue, green, yellow, 
iid dee]) gray, but, of course, by buying a whole 
re in the box that may be needed. India ink in 
i a necessity. Some prefer Higgins' American 



make, while othei's prefer the French make, but both are of 
excellent quality. 

Pen drawings, uncolored or colored, should not be drawn 
directly on bristol board or any other kind of drawing paper, but 
should be made either on thin white pai)er or the regular tracing 
paper. Mistakes in outlining carriages and automobiles are 
unavoidal)le, and, therefore, must he erased, and the surface of 
the very best drawing paper that is made will be damaged with 
the eraser, and defects show through the colors. After the sketch 
is done, it is blackened on the rear side, that is, the reverse side 
from the drawing. For this, dry lamp black is used. Others save 
the dust from the pencil sharpener. To obtain the dust, they use 
a small box with a fiat file on to]). The file is used as a pencil 
sharpener, and the dust drops in the box, and is kept in the box 
until needed. 

^lost artists use I'ed chalk known as "rouge." Some of the 
black dust will adhere to the paper where not wanted, and it is 
difficult to remove it, while the rouge is more easily erased. 
When the sketch is finished and reddened on the rear side of 
tracing paper, it is put on the bristol board, fastened with thumb 
tacks, and all the lines are then gone over with a 6-H Faber or 
Hardtmuth pencil with a sharp point. Others use a needle or 
tracer, which will be found among the drawing instruments. By 
this process, a clean, correct reproduction of the design is 
obtained, and at the same time the draftsman has a copy for 
future use. 

The foreground of the object nmst be drawn first, which, on 
a carriage or automobile, means the wheeN on the near side. 
Each object or part of the vehicle is thus drawn, one after the 
other, and the last part to be drawn will be the off wheels. At 
the same time, the required colors must always be kept in mind. 
If the gears are yellow, and strijied black, the face of the spokes 
near the hubs have genei'ally two fine black lines, also one or 
two fine black lines on the rim faces, and tires black. 

In such a case, the hubs, spokes and rims are colored first, 
and black lines drawn on top of yellow, and all colors are worked 
same as India ink. I^r making small lines on gear or body, also 



Practical Problems for Vehicle Draftsmen and Mechanics, 



COLORING CARRIAGE AND AUTOMOBILE DRAWINGS— Continu 



scrolling, use a lady's pen. In fact, a lady's pen is very handy 
for all kinds of lines, even the straight lines. Ijines of various 
thicknesses can lie made by more or less pressure, thus avoiding 
the unscrewing of drawing pens. 

Working with a lady's pen requires considerable jiractice, 
but, when once mastered, it is a great advantage, and consider- 
able time is saved thereby. A colored i)late can not be made 
except all the outlines are drawn with the required color of the 
ink. If the gear is yellow, the outlines must be of the same color, 
and if the body is blue, the outlines are blue, if the colors are of 
a darker shade. Otherwise, if a light shade, the outlines reiinire 
a fine black India ink line. 

To start the color on bodies, if there is black, such as rockers 
and boot panels, use Winsor and Newton's lamp black, to which, 
after being rubbed up to a lather thick li(|uid. add a very little 
dissolved gum arabic. To know whether the color has the proper 
consistency when rubbed n\), tip the cup. If right for use, the 
color must flow slowly. To make all outlines sharp, run them 
over twice with lamp black with the drawing pen, and fill the rest 
of the panel between the lines. For the small and narrow black 
spaces, thin down the color somewhat, otherwise it will have a 
too heavy appearance. For the rest of the panels, that is, the 
large spaces, the brush is used, but care must be taken to 
distribute the color ]iroperly. 

The i^ainting of the body in coach l)ody colors is exceedingly 
difficult, and requires considerable practice, as very few of the 
water colors have sufficient Iiody to cover well. Lanq) black. 
Prussian blue, vermilion and Indian are the only ones having 
good coloring jn-operties. Most artists require transparent 
colors, while for carriage, coach and automobile work they must 
cover the surface at the first stroke, as only a few colors will 
allow a second coat. Carmine and ultramarine are the only ones, 
and it requires great care and considerable ]n-aetiee to ])roduce a 
uniform surface after several coats. Perfect work cannot be 



produced with imperfect colors, bu 
made just for this work, which cov 
application, can be bought in first-cl 

Colors of this kind must be rul 
ency as exi)lained for lamp black, 
freely, l>ut with extreme uniformit 
not be retouched, as it will show de 

The striping, which gives finish 
ing, is used either to cover the edges, 
and is done with the drawing pens, 
lady's pen, and one that has been u 
used, as a new pen is too sharply i)oi 
colors. The colors for striping are 
milion, white, yellow, orange, cliron 
a combination of the above colors. 

After the striping lines have b( 
body, prepare lamp black, which flow 
very fine line under, or right and lef 
senting the shade for the striping 
they are tufted ; lower part darker a 
part can lie imitated from clear, well 
tone illustrations. Make handles, . 
or gold, but as these are generally 
))ared to be suitable for this work, 
it into a saucer, and allow it to stan 
water which rises to the surface, a 
arabic gum water, stir well, and aj 
dry, burnish with a thin bone with ro 
burnt sienna. 

A great deal more could be sai( 
above exjilauation is about the whole 
order to be successful, do not mind 
greatest care and the very best ma 
essential points. 



Practical Pkoblems for Vehicle Draftsmen and ISIechanics. 



Working Drafts 



)WING working drafts represent nearly every 
utomobile l)odies, and shonld be of great service 
-rence for designs, etc. Tliey are accurately 
king scale. The different views are kept clear 
which makes them easy to follow, 
^ly, on account of having to make shop working 
it is necessary sometimes to lay out one view on 

\ge draftsmen and men who can lay out and 
from the draft are in good demand, and are 
jiaid men in the trade. 

to make a comj^lete working draft of a carriage 
ody requires considerable skill and experience. 
)eginners is to practice free-hand drawing and 
;o obtain good, true lines, not dei)ending on 
lods. Scale drawing is very good practice, 
nee obtained by practical work in the body shop 
^his will give the student a better understanding 
ion recjuired on a draft. 

ns taken up in this book should be thoroiighly 
as to be alile to apjily them correctly. Aim to 
as plain and simjjle as possible, putting on only 
orking lines, as any unnecessary lines confuse 
well as waste the draftsman's time, 
ions and connecting lines shown in the problems 
his book should not be on the working drawing, 
■ded to obtain the desired points, they should 
■emoved. They are shown in the prolilems for 
I it is sometimes better to work out the problem 
per separate from the working draft, and make 
opiate of the line obtained and transfer same to 
ift, thereby obviating the erasing of lines and 
■face of the draft. 

working draft the base line of the body is gen- 
the center line of the half bottom view, therefore 
es of the half liottom view must be drawn on 
levation. This is ai)t to confuse a beginner, 



and is one of the reasons for our caution against putting on 
unnecessary lines. 

Before one can make a working draft of a liody, he must 
have a general idea in his mind of what he is to draw. It is 
best to first make a small scale drawing, or put the design on 
a blackboard, where it can be looked over and changed if desir- 
able. The proportions of a vehicle can be studied better from 
a blackboard. 

Special attention should 1)e given to the full-size draft lioard 
and tools for making a draft. Well-seasoned soft jiine is the 
best material for the board, which should be made large enough 
for the full size of the body. The board should not be less than 
ZW thick and jointed and glued u}) well. Hardwood cleats should 
be ])laced under the board, not fastened directly to it, but so as 
to allow the boards to ex])and and contract without wari)ing. 
Have all edges planed off scpiare. This is very im])ortant to 
insure accurate work. If the draft board is made so that it can 
tilt at any angle, it is more convenient. 

The best of drawing instruments, squares, triangles and 
curves are necessary. It is also desirable to have a bench and 
vise at hand, so that the different patterns or sweeps may be 
made as desired. In making these patterns or sweeps, great 
care must be taken to get them smooth and true, vising the eye 
to ascertain, by sighting along the edge of the sweej). 

It is customary to lay out the near side of the body or the 
left side elevation first. Outline the body in all views as nmcli 
as possible, and then fill in the detail and construction. Always 
aim to keep the body as light in weight as possilile, consistent 
with strength, as unnecessary weight in the construction of any 
vehicle is undesirable. 

Provisions should lie made to accommodate locks, hinges 
and other hardware. The ironing and trimming should also be 
considered. 

And so we could go on indefinitely giving advice, ])ut most 
of these things must be learned l)y experience. So we advise the 
beginner to "stick to it" and put forth his best effort in all 
things. Perseverance and careful work will lead to success. 



Practical Problems for Vehicle Draftsmen and Mechanics. 







J4ai/ Bck<:Ji dCevaCum 




7-S JncA &<,<JU 




Gento/i K-yvTH^ 



J4aif Bottom Vie 



3, 



WORKING DRAFT OF TORPEDO ROADSTER. 




NEW DESIGN OF TORPEDO BODY, WITH CONVEX-CONCAVE TURN-UNDER. 



J^b^^ticalProbi^is for Vehicle Draftsmen and Mechanics. 




WORKING DRAFT OF COLONIAL COUPS. 



Practical Problems for Vehicle Draftsmen and Mechanics. 




FOUR DOOR LIMOUSINE WITH REAR ROUNDED CORNERS AND ROUNDED TOP. 




WORKING DRAFT OF TOURING CAR BODY, WITH NEW FOLDING TOP, DROP CHASSIS. ILLUSTRATING FRONT. S 

AND BOTTOM VIEW. 




(ce-nl&X J-ine. 



(ce-ntei JL-ine 



JiaU Bottom Uiew- 



J^a-u BacL CC&v-atio-n, 




THE CASRMOl MONTHLY. Ware Bros. Company. Fublnhcrs, 
FhilaMphia, Fa., V. S. /!. 



rt- 



--^ 



^ 



+ 



rl- 



21 JT 7T 5^ (T tT sT 9^ 

WORKING DRAFT OF LIMOUSINE BODY WITH ROUNDED ENDS AND SWELL SIDE SURFACES. 




-ri ri j-^ r 5^ «■ 7' 

FOUR DOOR CLOSED LIMOUSINE BODY WITH REAR SQUARE CORNERS, FITTED TO A STF 




H- 



-+- 



i-t- 



T 2' J' < • 5 ' e ' 7 ' 8^ 9 ' 

MEDIUM SIZE LIMOUSINE BODY WITH SOLID REAR CORNERS, FITTED TO A THREE-IN'CH DROP FRAME. 




TWO LOW AND TWO HIGH DOOR LIMOUSINE BODY WITH SOLID ROUND CORNERS AJ 



AND ROUNDED TOP, FITTEI 




', DRAFT OF AN EXTENSION-FRONT BROUGHAM BODY, SHOWING SIDE ELEVATION, HALF FRONT AND HALF BACK 

ELEVATION AND BOTTOM VIEW. 




WORKING DRAFT OF LIMOUSINE BODVVVITH ENCLOSED FRONT AND ALL GLASS FRAMES TO DROP- ILLUS1 

HALF FRONT AND HALF BACK ELEVATION AND BOTTOM VIEVV^ 




S^alf Bo-ttom. View 



J^a^ Bottom UU 




§Ha5. ?J. ^«orj«f5t, lg«5lsn«r 



CARRIAOC MONTHLY, Ware Bns Company. Publisbtrs, 
Philadelphia. Pa.. U. S. A. 



-MOUSINE-LANDAULET BODY, WITH ENCLOSED FRONT AND ALL GLASS FRA^IES TO DROP; ILLUSTRATING HALF TOP AND 
BOTTOM VIEW. HALF FRONT, HALF REAR AND SIDE ELEVATION. 
BODY BELOW SIDE QUARTERS IS RECESSED. 



One copy del. to Cat. Div. 

FEB 12 1?it? 



